Jens,

This is a big flat plate heatx, 24" x 9 1/2" x 8 1/2", 2 1/2 ports reduced to 1 1/4", 76 plates, plate area of 114 sq ft, weight - 114 lbs. I wouldn't attempt this on a garden variaty heatx. I be sure to post pictures on coppermine, today or tomorrow.

I use a 50/50 mix of coolant and water with 195 deg t-stats. Never thought of going higher then that.

I still have o-ring washers under valve seats.

Correction, I meant valve decompressors.

My 12/2 in summer months, runs 5 - 7 hour per day. Load during 2/3 - 3/4 of its run is typically between 75 and 80% (42 - 45 amps, 115 vac). During last 1/3 (battery charge tapering), load reducers, although I do add on other loads such as pool pump, wash machine, and dishwasher, to reduce this taper. I rarely ever allow its load to reduce below 40%. Regarding spray pattern, I'm heatiing fuel to 225 deg. F to reduce viscosity to close to diesel. Regarding engine compression, previous to last decoking, I definitely felt compression was too low. During first 600 hour of service, head clearance was at .068", which I reduced from .080" (I don't know what they were measuring at the factory). At the time of last decoking, I further reduced clearance to .055 - .056". I never actually measured the compression with a volumemetric measurement, but I can say after this reduction in clearance, compression felt much higher. Cylinder exhaust temps are within 20 deg. F at 80% load. I have yet been able to get them any closer. I must say, since I lowered clearance, it seems to be running much cleaner. Fuel consumption is lower now. Overall, it is running much better. Also noticed valve adjustment is now holding steady so far, without need to readjust. Before it required valve clearance to be readjusted more then seemed reasonable. I suspect this was due to continuing buildup on the valve seats. It is now about 150 hours running since I decoke, it still seem to be running very good, but I'm starting to "sense" a slight change in sound (not mechanical). Maybe I'm crazy, or just listening to it too often. I don't know. What decoking interval is everyone else adapting, and what fuel are you using.

In addition to excess paint globbing up governor linkage and ip shaft ends, check the crankcase breather. I spent alot of time trying to completely seal oil leaks, then finally discovered the crankcase breather element was completely painted closed. This was one of the only parts I didn't disassemble and inspect. I would suggest inspecting "everything."

Stan - Thanks, I'll give that a try.

Spike - Your right, I had a brain laps. Chalk it up as second guessing myself. Just want to do this once, and get off and running again. I've had this thing idle for too long now.

Finished checking everything out and will reassemble engine tonight. Overall, I have no complaints with what I saw. After 600 hours, the piston big end bearings look the same as they did when I first inspected them.  The rings measured almost no wear and completely free, with clean grooves. Did notice some polishing at very top of pistons.  The cylinders still have well defined crosshatching, no verticle lines, and a "slightly" more polished look, where the top and bottom rings change direction in the cylinder. The only thing I did note with the cylinders before cleaning, was a slight build up at the top of cylinders, making its way a quarter to half the distance to the first ring. This is most likely baked on wvo residue, and was a pain to remove. Probably responsible for the piston polishing noted above. The valves and seats did have some carbon buildup. The crankcase was free of any grit. And as mentioned earlier, oil looked very clean also. I think if I get cooled properly, and with the wvo properly heated now, it should be able to put up some good hours. I plan to pull head after another 500 hour or so to compare.