Forgot to mention, a stuck or bent valve, or something along that line would have also been indicated by the compression test I did. Instead all 4 cylinders tested good which told me none of the valves were stuck or bent in an open position where the piston would hit them and cause a knock, nor had the injectors squirting fuel directly on top of the pistons caused them to get a hole burned in them as commonly happens with bad injectors that squirt like these did. The strange thing about this whole deal is that #4, which is the one that ventilated the block, tested about 15 psi better than the lowest one and 5 psi better than the next in line. With a rod that has spun enough to be sloppy and create a knock like we were hearing it should have sounded like it was on the bottom end for one, but also, you'd expect that cylinder to have a little lower compression than the others. In other words the crank wouldn't be pushing it quite as far up as the other pistons due to the lost bearing material in the top half of the bearing, therefore compression would be lower. In this case it was actually higher, go figure. Now if #2 had let go I wouldn't have been quite as suprised since it had the lowest compression of the bunch at just under 300. In the end all you can do is locate the apparent problems that would cause the symptoms your seeing, repair them, and go from there.
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Today's Featured Article - Restoration Story: Fordson Major - by Anthony West. George bought his Fordson Major from a an implement sale about 18 years ago for £200.00 (UK). There is no known history regarding its origins or what service it had done, but the following work was undertaken alone to bring it up to show standard. From the engine number, it was found that this Major was produced late 1946. It was almost complete but had various parts that would definitely need replacing.
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