Question for Brad (or anyone other engine builder)

Displacement and compression determine the power potential of any engine. Increasing breathing without adding inches and/or compression is basically meaningless on a low speed tractor engine. Might have some benefit on some car/truck engines with nail valves and small port heads but that's not the subject here.

I beleive Mr. Morrell said... "the 1800 engine was a revised 880 engine..." - 'revised' being the operative word.

Your 64hp 265ci 880 has the same engine as the 1800A with a 265ci rated at 80hp. How can this be?

Oliver simply rated the 1800A at a higher rpm. Because hp is a figure derived from the actual torque and rpm measured, this raises the calculated hp... hp = ((torque x rpm) / 5252)

There was nothing wrong or dishonest about this at all. In fact, Oliver was very careful to intentionally underrate their stated "certified hp". This way, no matter whose dyno was used and who was using it, their engines always measured at least the certified hp Oliver advertised.

I'd check the compression first to make sure the engine is healthy. Then give it a solid tune-up. Then dyno it. You might be pleasantly surprised!

If you want to throw parts at it, remember, anybody can sell you parts. I'd suggest you look for a local engine builder who has a great reputation and the equipment and skills required to correct modify/assemble your engine. For example, when adding dome pistons (like 770 said, this is a great way to add power in a low compression engine) the builder will ensure that the valves will never hit the piston domes. A mistake here can cost you an engine.

Also discuss costs with him. He got a good reputation by doing good work, not by being cheap.

I quote... "The 1800 engine was a revised 800 engine...".

I suspect he would have known for sure!

While it's nice you feel the flat top pistons are "better", it all depends on the chamber design, quench area, dome design, compression, etc. I'll defer to the piston manufacturers who actually design and test them. As with every aspect of engine design and building, trade-offs exist. Compression always builds power, up to the limit of the fuel octane available. Real engine builders and piston manufacturers both realize that piston domes, whatever shortcomings they have (usually $$$), are far preferable to shaving decks and heads which usually results in shrouding problems, again depending upon all the factors mentioned earlier.