Engine/Transmission (1998.5 - 2002) P-pumped predicament

[TBartlett1]

Prior to this tear-down to repair a cracked & leaking timing cover the engine was hard to start & ran poorly when cold.

When warmed up it would surge at idle with haze at all times. Under power there was excessive black smoke until rpm's were 3000+.

Mileage was 10 to 12 with excessive fuel dilution of oil.

Boost was 55~60 psi & egt hit 1250~1300 quickly.

EGT never went much higher due to lack of road & nerve.



Known engine details are;

30~40k on new Cummins 24 valve short block.

Pistons have ceramic domes & Teflon skirts.

Head studs & O-ringed

Twin turbo’s (S300 & H6B)

5” turbo back exhaust.

Enterprise valve train.

Built Transmission.

I’ve searched the forums for injector, cam suggestions I but would like recommendations based on actual experience with currently available products.

Having said that I’m looking for info & suggestions on;

Can someone identify the (marine style) cam using the part numbers and cam lobe measurements?

I have heard that the Cummins marine cam is not ideally suited for variable speed/load automotive applications. True/False???

Photos are attached showing some wear. Doesn’t look bad but would like opinions!

The worn cam I suspect may be due to fuel dilution and the enterprise valve train, (heavy springs) and high rpm 4000+ operation. Do you agree?

If consensus is to replace the cam, experienced suggestions??

What injectors (or nozzles) would you suggest? Are honed nozzles worth the extra cost??

How much timing would you run? Pump currently locked at 15deg.

At today’s fuel prices mpg is important, hp not so much so I would like to build for maximum MPG.

I’m looking to make this run as efficient as possible given what I have to work with.



Photo 290 shows wear on cam shoulder. three or 4 other lobes are similar.



P7100 is back

2/8/2012

Stopped at D&W Diesel Albany today & picked up my P7100 & injectors.

This is what we now know;

The p/n on the pump indicates it was a 180 pump.

The rack was stuck from sitting but was easily freed-up.

They verified that it had 13mm plungers, stock delivery valves and that it flows 4 times stock for a hp potential of 720.

The 4000 rpm GSK was removed (very poor idle) and replaced with stock 2500 rpm gsk.

The afc was found disabled so they adjusted it. It also had a homemade fuel plate which they replaced with a stock plate.

The spring kit & fuel plate were N/C as they were old parts they had laying around.

Tim @ D&W ran it & balanced it.

The rack has 21 mm travel but was set at 13mm.

Tim @ D&W set the plate for approx 400hp which I feel will be a good place to start.

The injectors as I suspected were not good for a street application!

The injectors originally had 7 holes with 4 significantly larger holes added.

D&W suggested 100 to 150hp injectors.







The questions are;

1 Reuse my cam, or new after market cam? What is the torque on the cam bolt?

2 What injectors or nozzles?

3 Timing?

4 Delivery valves, currently stock.



Information on cam:



3914639 cast on cam

LDY11 cast on cam





7" 12. 9 bolt securing cam gear

T+180

FC





End of cam:

392 1953 00

CD FANK USA

292 394



Cam lobe measurements

Lobe height Base Dia Lift

1 In 1. 867 1. 6130 . 254

2 Ex 1. 856 1. 5920 . 264

3 In 1. 867 1. 6130 . 254

4 Ex 1. 857 1. 5930 . 264

5 In 1. 867 1. 6140 . 253

6 Ex 1. 857 1. 5930 . 264

7 In 1. 867 1. 6140 . 253

8 Ex 1. 857 1. 5940 . 263

9 In 1. 867 1. 6130 . 254

10 Ex 1. 855 1. 5920 . 263

11 In 1. 866 1. 6130 . 253

12 Ex 1. 855 1. 5920 . 263

 

[TBartlett1]

I KNOW there is someone out there who knows SOMETHING!



Any suggestions on a cam?



What about nozzles? 125, 150, 175hp?????



What do you suggest for timing????

 

[RMertens]

Here is just a suggestion buddy, for a cam I would go with a Diesel Pros Cam, and ONLY their cam!!! I have one in my p-pumped first gen running a PS 62 over a 475 and it spools as fast a a single!!! Seriously no lie!!! And for your timing, if your pump is still at 15 degrees, add another 5-8 degrees at the gear for city driving and maybe throw some Industrial Injection 5x18's at it. You should get pretty ok mileage but still have plenty of fuel and timing to light your chargers!!! I'm currently running 26 degrees on mine!! Little smokey when cold, but no smoke when its warm at an idle. Also on your delivery valves; run 191's for optimal everything!!! Good luck!!!

 

[RMertens]

If you are kinda if-ey on the cam, just give Diesel Pro's a call, Mr. "Fletcher" will answer any question you have and will get you all lined out!!!

 

[Missouri Mule]

Joe D. has stated that 181's will flow just as much or more fuel as the 191's. He stated that he lost horses when he installed 191's.

 

[TBartlett1]

In stock trim the 180 pump had the 181's, correct?



As far as timing, is it something I should play around with? In other words, how will i know if I have too much or too little timing? For the fueling and air upgrades between 20 and 23degrees is optimal?

 

[TBartlett1]

Anybody have anything?

 

[Missouri Mule]

No the 180 pump had 167's I believe. The 215 pump had 181's.

 

[Piers]

The 180hp & 215hp pumps both had 181 DV. Just a FYI, Joe's 215HP pump was already tweeked pretty good when he tested the 191's verse the 181's & he will tell you, his air to fuel ratio was well under aired, at that point in time.

 

[TBartlett1]

Ok, thanks. I think we'll run the 181's since they're easy enough to change out.



I'm trying to get a good idea for the timing. Does anyone else have any suggestions on running 20+ degrees for our application?