Attention: TDR Forum Junkies I got around to some stuff this weekend I had been planning all summer and I couldn't be happier. Installed Piers' 3k GSK and advanced the pump timing to 14*. I went to see a friend in Virginia who had the timing tools and who had done the GSK in his own truck.
My stock timing was found to be at 12. 25*, about 0. 75 below the 13* setting indicated on the data plate. Seems my pump gear nut was over-torqued at some point, perhaps at assembly (I've never been in there before). We had a tough time getting it off and getting it where we wanted while setting. I'm thinking the shaft threads are a little tweaked. We removed his gear nut for reference and my gear nut would go on his pump shaft okay, but his didn't want to go mine. I bought and used a new wavy lock washer. We were shooting for 14. 5 or 15, but once we got it at 14 we left it alone and moved to the GSK...
4 wheel ABS makes the GSK project tough and I was glad to let my pal take the lead. I held the light and offered moral support while he went in from the top. Nothing was dropped or lost, but we did exceed Piers' suggested 1. 5 hour time frame. We used several screw drivers with magnets and an assortment of home-made tie wire hooks. Installing new springs is gravy compared to removing the old springs, at least it is if going in from the top.
The truck runs great. With 4. 10s and an auto I didn't have much speed on the top end. I quit looking for it at 100 mph on the way home, good enough for me! The 1. 75* timing advance seems to make a difference, but that may be wishful thinking. I can't really put it down in words. The idle is a little high, but I'm going to drive it for a week and see if it calms down before adjusting. Anybody ever had gear nut/pump shaft thread problems or ever heard of that? I don't imagine we hurt anything, we were able to torque the nut properly (160 ft/lbs) and I don't expect I'll be back in there anytime soon, but it does concern me. Thanks.
My stock timing was found to be at 12. 25*, about 0. 75 below the 13* setting indicated on the data plate. Seems my pump gear nut was over-torqued at some point, perhaps at assembly (I've never been in there before). We had a tough time getting it off and getting it where we wanted while setting. I'm thinking the shaft threads are a little tweaked. We removed his gear nut for reference and my gear nut would go on his pump shaft okay, but his didn't want to go mine. I bought and used a new wavy lock washer. We were shooting for 14. 5 or 15, but once we got it at 14 we left it alone and moved to the GSK...
4 wheel ABS makes the GSK project tough and I was glad to let my pal take the lead. I held the light and offered moral support while he went in from the top. Nothing was dropped or lost, but we did exceed Piers' suggested 1. 5 hour time frame. We used several screw drivers with magnets and an assortment of home-made tie wire hooks. Installing new springs is gravy compared to removing the old springs, at least it is if going in from the top.
The truck runs great. With 4. 10s and an auto I didn't have much speed on the top end. I quit looking for it at 100 mph on the way home, good enough for me! The 1. 75* timing advance seems to make a difference, but that may be wishful thinking. I can't really put it down in words. The idle is a little high, but I'm going to drive it for a week and see if it calms down before adjusting. Anybody ever had gear nut/pump shaft thread problems or ever heard of that? I don't imagine we hurt anything, we were able to torque the nut properly (160 ft/lbs) and I don't expect I'll be back in there anytime soon, but it does concern me. Thanks.
