Spill Port timing

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Guys,

Anyone here set the timing on ther own trucks. I am wanting to buy the tools to do this. I want to verify that mine is 1. 35mm. It says so on the engine tag. Actually I have a friend with a 93 W 350 that is 1. 15 if memory serves me correctly. I want the tools to do this and I told him once I figured it out , I'd help him set his. I really like playin with these older trucks. I like the mechanics of them. Anyone can put on a conputer box or chip, but I like to figure out howw these things work.

later
Don

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1989 D 250 Ice blue met. 5 spd 3. 54, 140,000, Banks stage III powerpack straight exhaust, pump adjustments, still looking for more power in the form of new injectors
1999 3500 4x4 Chassis cab Emerald green ISB 5 spd 4. 10 K&N Filter straight exhaust 9 ft flatbed WARN fenderflares,Let, 275hp injectors installed, boost and pyro gages, VA plug'n power Love it, Jacobs E brake
May buy another one in 2009!!

 

[Archive]

Hi Big Don.

I bought two tools through Cummins for the job.

The most important is the dial indicator and it's extention adapter. It costs about $175. The other was a Snap-On offset box end wrench to get at one of the pump mounting bolts. It cost about $35!

My timing is specified as 1. 25mm and it is set at 1. 35mm.

I'll post the tool p/n's later if someone has not already done it.

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'93 W350 Club Cab, Bright White, 5 sp. , 132K, Factory Options: LE, 4. 10 Limited Slip, 7600 lb. rear springs, tachometer, front stabilizer bar. Mods: Banks stinger plus, Linex bedliner, 25,000 lb gooseneck ball, 10,000 lb receiver, Tekonsha brake controller, POWER WAGON injectors-WAY faster than stock!.

 

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Don the injector pump wrench is pn SP144 the engine timing tool(dial indicator and holder) is pn YA83300 and the engine turning tool(barring tool) is pn SP371. Snap-On also has another engine turning tool that works off of the front of the engine instead of off the flywheel, this might be easier to use(I don't know) pn ST747D. These are all Snap-On part numbers. My 92 pump timing is 1. 25mm also. Maybe they advanced the timing a little for the 93's?
Is the injection pump timing procedure in the factory service manual spill port timing?
Gene
92 350 4x4

 

[Archive]

GeneH:
The injection pump timing procedure in the '92 Dodge truck shop manual page 14-145 is the spill port timing method. Be aware that the shop manual uses the timing pin method of locating TDC, which, after taking into account the manufacturing and assembly tolerances of the engine gear train, is not as exact as the #1 piston travel method. One can only estimate the amount of tolerance from true TDC using the timing pin for injection pump timing. + or - 1 1/2 degrees would not be reaching. On the other hand, yours may be exactly at TDC.

 

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i HAVE THE BARRING TOOL THAT FITS IN THE HOLE ON THE PASSENGER SIDE OF THE ENGINE AND TURNS THE FLYWHEEL. SEVERAL VERY NICE DIAL INDICATORS, SO i'D LIKE TO BUY THE PART THAT CONNECTS THE DIAL INDICATOR TO THE PUMP. i AM PRETTY SURE IT IS JUST AN EXTENSION OF SOME SET LENGTH THAT WILL SCREW ONTO MY DIAL INDICAOTR AND ONTO THE PUMP. iS THIS WHAT IT IS??? If so do you know how long it is and what kind of threads you have to have on the pump end?? Then again i may have it all wrong.

What type of tool do you need to use for a piston stop?? I do NOT want to rely on the timing pin for top dead center.

thanks
Don


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1989 D 250 Ice blue met. 5 spd 3. 54, 140,000, Banks stage III powerpack straight exhaust, pump adjustments, still looking for more power in the form of new injectors
1999 3500 4x4 Chassis cab Emerald green ISB 5 spd 4. 10 K&N Filter straight exhaust 9 ft flatbed WARN fenderflares,Let, 275hp injectors installed, boost and pyro gages, VA plug'n power Love it, Jacobs E brake
May buy another one in 2009!!

 

[Archive]

Sorry for the precvious post, had the caps lock on for part of it. I get a little excited talkin' truck stuff sometime. On the early non intercooled trucks the timing was at 1. 35mm. On the later trucks with intercoolers they backed it off to 1. 25mm or maybe 1. 15mm; i can't remember. This was done on account of emmisions supposedly. I found all of this on the dave fritz page. You guys should read the article on "
The evolution of the killer B engine" It gives alot of info abouttiming, turbo size and the talk about oil consumption, ring lands etc. If I recall correctly it even gives cpl numbers. Check it out in the links section of the TDR website.

later
Don
P. S. Can't wait to get my Power Wagon Injectors

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1989 D 250 Ice blue met. 5 spd 3. 54, 140,000, Banks stage III powerpack straight exhaust, pump adjustments, still looking for more power in the form of new injectors
1999 3500 4x4 Chassis cab Emerald green ISB 5 spd 4. 10 K&N Filter straight exhaust 9 ft flatbed WARN fenderflares,Let, 275hp injectors installed, boost and pyro gages, VA plug'n power Love it, Jacobs E brake
May buy another one in 2009!!

 

[Archive]

Originally posted by old school:
GeneH:
The injection pump timing procedure in the '92 Dodge truck shop manual page 14-145 is the spill port timing method. Be aware that the shop manual uses the timing pin method of locating TDC, which, after taking into account the manufacturing and assembly tolerances of the engine gear train, is not as exact as the #1 piston travel method. One can only estimate the amount of tolerance from true TDC using the timing pin for injection pump timing. + or - 1 1/2 degrees would not be reaching. On the other hand, yours may be exactly at TDC.

This is why the procedure to locate true TDC and then set the pin (found as much as 4 engine degrees off) as close as possible is necessary to assure best performance.

 

[Archive]

Hi Big Don.

I was going to make a tool with a thread insert (Reid Tool (Muskegon, MI, 1-800-253-0421) p/n KLI-66172 24mm x 1. 5mm outer thread, this is the same as the injector nut threads, and 18mm x 1. 5mm inner thread) and some 18mm x 1. 5mm ALLTHREAD machined to the proper shape (a little longer on the tip 7mm size to hit the piston). I got tired of waiting for the ALLTHREAD and found TDC according to the service manual "Cylinder Head Installed" method. It involves purposely hitting the #1 piston against the exhaust valve (all injectors removed to allow smooth rotation of the engine). It seemed to work fine. I used the alternator pulley in BOTH directions to bar the engine. The alternator nut works very well when reverse rotating the engine but you need to load the tensioner at the same time you turn the alternator nut when rotating the crankshaft in the normal rotation direction.

I used a piece of a clothes hanger vise-gripped to the stablizer bar (or tie rod, I forget exactly) as the reference pointer, taking care not to disturb it throughout the whole process.

By rotating the engine in each direction until the piston hits the valve and making a mark each time you end up with two marks, about 2" apart, on the balancer and then you make another mark exactly between those two. This last mark is supposed to be true TDC.

You then reset the valve to normal clearance and using the undisturbed pointer check pump plunger lift at TDC.

Approximately . 070" (1/16") along the balancer's circumference is 1 crankshaft degree.

For me it took way longer to do this than change the injectors. I ended up disconnecting most of the fuel lines at the pump (restarting was no problem) as well as the injectors.

I did not reset the timing pin, which is easier done with the pump off.