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Actually disconnecting the battery does little to protect an ECU. The ECU and it's circuits are still there. Any stray voltage is going to come from the ground circuit and that is not isolated when disconnecting the battery. The proper way to protect an ECU or any other electrical component is...

Their is not industrial standards for diesel, hydraulic or other oil handling. There is an ISO standard for DEF dispensing, the cap is blue and there are standards on the size of the filler nozzle/neck.

As stated I have dealt with fuel in the DEF tank numerous times. It does not affect the SCR system to any measurable degree. Now DEF in the fuel is another story. That you can expect major component replacement. I have had to listen to a number of customers complain because they had a $30k plus...

It would not have hurt your machine anywhere near what has happened so far. As I have said you are taking a gamble. If all goes well you are out nothing. But be prepared for the possibility of expensive repairs in the future.

I have dealt with situations where fuel was added to the DEF tank a number of times. Remove the tank, clean and flush the system and run it. It will generally not damage any components in the DEF pump, lines or SCR. It may cause some faults to the DEF quality sensor but that is the only issues...

My L4310 has the same connector, From everything I can tell it is what they call a spare power source, but I can find no documentation that states that is a fact.

In order for the defogger to work you need a complete circuit. It has to have power and a ground in some form or another. Everyone I have ever seen has 2 wires as the heater is not going to ground itself through the glass.

The best way to clean the system after an occurrence like this is to disassemble the entire hyd. system and clean. That may sound extreme but it is the only way to ensure you have removed all of the DEF from the system. By flushing the system several times you can dilute the percentage of DEF...

Your local NAPA has them for less money.

What are the 2 codes that are displayed? If the same as the first 2 in the OP's post you have an open circuit to the SCV.

I would ask if the issue is that it is slow, or weak and not able to lift or curl under a load, or both. Have you installed a flow meter in the circuit? Flow meters are not usually my go to in diagnosis but this case it does seem appropriate.

Like @007kubotaguy said is the shroud intact and positioned correctly if it has a shroud. Also is the fan oriented correctly. If installed the wrong way it will not pull enough air through the radiator.

1- I believe you mean pressurizing the cooling system increases the boiling point 2- Coolant flow is not the issue most people think it is. More important is the ability of transfer of heat from the block engine to the coolant and from the coolant to the radiator. Also air flow through the...

As has been stated yes the charge relief does create some heat although it is limited. As you stated it is better than nothing. The rotating groups inside the HST housing will also heat the oil due to the friction created by spinning through the oil inside the HST housing. As far as the...

I would use what you have on hand.

Actually the HST charge circuit runs over relief most of the time so a HST machine may warm up faster than a gear or GST machine may.

The hose to the lower radiator hose will be fine. The hose to the top hose should be moved to the thermostat housing. I would remove the plug shown as item 030 below and find a nipple that will fit into the opening.

I do not believe so. It looks like that model has a mechanical fuel pump. If you prime the fuel system with the hand primer you should get fuel at the injection pump inlet. Does the engine lose power when the fuel tank is full?

Moly is not silver in color it is dark grey in color. I see no proof in anything you have provided that that any rings shown are Moly coated.

What diesel engine manufacturer uses Moly rings? None that I am aware of. You mention removing material which is what you are doing and also doing so in the upper half of the bore which experiences the most of wear. If an engine has a loss of compression simply honing half of the bores will...