Discussion Starter · #101 ·
Thanks for the suggestions. I will definitely be installing a pyrometer. And my last cummins i had a shop bump the timing with all their fancy gauges and it was awesome. Still always started first turn. Probably going that route again. I got the pump back already from being gone through and resealed.Barend, a couple of suggestions.... If you're putting in a 3200 gov spring and adding a fuel pin later, you may want to consider the M&H dynamic timing device. What does it do? The one big advantage that the VE has, is dynamic timing. Meaning, the pump has the ability to advance and retard fuel delivery, based on RPM, like a distributor has the ability to advance and retard spark, based on RPM. This allows strong bottom end torque and higher rpm power. Statically timed pumps like the P-pump can do one or the other, but not both. The timing in the VE is controlled by a small piston which travels in a set bore length. The dynamic timing device is a small spacer which lengthens the bore and allows the piston to travel a greater distance and therefore allow for more timing advance when it's needed. The only other option, which is free, is to manually adjust the timing, by turning the pump against the head. This advances the timing but you also lose some bottom end torque and it can make the engine a bit harder to start (Most noticeable on colder days) The "Kit" used to be sold on M&H, but it looks like the site is now gone. But I did find these "kits" still available on Ebay;
First Gen Dodge Cummins Turbo Diesel KSB Timing Spacer Kit M&H Style 93 92 91 90 | eBayFind many great new & used options and get the best deals for First Gen Dodge Cummins Turbo Diesel KSB Timing Spacer Kit M&H Style 93 92 91 90 at the best online prices at eBay! Free shipping for many products!www.ebay.com
My second suggestion is, install a pyro meter. In my opinion, a pyro meter is probably the most important gauge to have on a diesel powered truck. This is because, one of the most destructive forms of heat in a diesel is high exhaust gas temps. High EGTs (from 1600*F and up) can melt pistons, destroy turbos and plain wreck an engine. What causes high EGTs? Unlike gas burners, which create heat when running lean, diesels produce heat when running rich. A diesel can run rich, for a number of reasons, and there are a number of ways to address EGTs, but before you address a problem, a pyro will inform you (in advance) that there is a problem.