Engine/Transmission (1994 - 1998) engine pump timing

[BLillquist]

Hi everybody I'm a new member and this is my first posting.

I just installed 370's about 3 weeks ago and I went to a shop wanting to get my timing bumped up to 15 degrees, and the guy said that in order to do this that my pump would have to come off. i know that this is not true. according to what I have read at Dodge ram.org. he was obviously trying to rip me off!! My truck is a 94 SLT 2500 4 wheel drive. banks twin ram w power pack plate slide all the way,ATS triple disk T. C and ats trans.

since I installed my 370's there is a studdering at about 1300 rpms

where the trucks starts to shake very badly. but once I get on the throttle it goes away. I know its not the T. C because it never did this prior to installing the new injectors. I get lots of smoke under hard acceleration , but this is to be expected with the AFC slid all the way forward. anyone have any ideas as to what could be causing this. I that is a result of the timing being too far retarded for what the injectors are delivering. my truck has the 160 hp pump.

could it be delivery valves?? I DON'T WANT TO INVEST BIG $$$ in the tools to do the timing adjustment myself for a one time job, so if anyone knows

anyone in the Minneapolis Mn area that could advance my timing without trying to rip me in the process would be greatly appreciated.

we have a cummins dealer here could they do it???

or would they not touch my engine due to that it is modified and not stock??

I got rid of my cat and it is straight piped.

is there a club in my area for people with dodge ctd;s

 

[ndurbin]

The stumbles probably from the Delivery Valves not being big enough to feed the 370s (my truck a a slight stumble at about the same RPM and I have my timing bumped up).



I can't help with any local shops there in MN but there are a few members from that are. You might check out the Local and Regional Events or TDR members spotted forums to find MN memebers.



Oh and Welcome to the TDR.



Nathan

 

[Andy Redmond]

Some shops like to do this. Once its on the pump stand they move pump tdc /tdc inspection window to equal new values (timing advance) by the spill port method. If you look at a pump spec sheet don't panic. The timing on the sheet is one half of the total timing (pump turns at one half of the engine speed). So if the pump is "pinned" its now at your new timing spec. If the truck is at TDC and the backlash out of the gear train, then you have advanced the timing (providing it doesn't retard when the pump gear nut is retorq'd, pushing the gear back onto the shaft taper. If they will indeed move it to your specified spec. the advantages are pump calibration that is likely occuring as well. This method is likely most expensive save the value added denominator of pump specs. condition, equal flow between barrels etc.



Most of us use the timing tool kit (puller, barring tool, dial indicator, delivery valve indicator adapter, delivery valve removal socket, etc) $200-$500 depending on brand, purchase point and how compreshensive kit component list is. The most reasonable method is this one. .



Some drive in shops offer spill port timing. The machine measures when the max of the spill port is open on pump barrell no 1 relative to engine tdc via some magnetic timing tape attached to the vibration damper. This is the second most reasonable method and I believe slightly more accurate than method above, but more expensive.



Another method is to find engine tdc and pump tdc, seperate the pump gear from the shaft. With the pump still pinned back the engine (counterclockwise) up about 3/16" which roughly equals three degrees of timing advance (pump is further ahead than its original position once everything is re-assy). The danger of this method is its lack of precision and the unknown of too much timing (if it was advanced beyond spec from the factory or another prev. repair).



Some will find TDC and mark the vibration damper, start the engine and use a timing light with a special adapter ($300-400) that senses the fuel pulses in the no 1 injection line to determine where its at, then the timing is advanced or retarded based on the paragraph above. Using a pointer and timing tape as a reference.



I agree with Nathan the 160 pumps sometimes have problems with the delivery valves providing enough fuel to prevent the stumble (addition of the 370 injectors).



Good luck in the route you pursue.