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76 CCDRW...Cummins noises

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Welded up some legs and got the block more secure on the engine stand now, supported by the middle of the block mostly and the head on the engine stand.
then more teardown, and some cleaning of the front of the engine....
Camshaft came out to change the gear case gasket, used some 1/2" wooden dowels shaved down a bit to fit in the tappets, and hold them in place with some rubber bands....I find it odd that the cam is only supported by a front and rear bearing...nothing in the other 3 holes???

HPIM4700 (1280x960).jpg

HPIM4701 (960x1280).jpg
 
It's way easier to do a cam with the engine upside down. When it's on the stand upside down. Doweling it is usually just for in chassis.
 
DEMON44 said:
Why did you change the front cover?
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changed the gear case gasket...I got it in the bottom end kit and the gasket was pushed out on the side behind the injection pump...figured better do it now rather than later.


DEMON44 said:
It's way easier to do a cam with the engine upside down. When it's on the stand upside down. Doweling it is usually just for in chassis.
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I had to build a center support Y to go to each side of the block, so rotating the engine isn't an option on my stand.


82355 said:
A 4020 John Deere with a gas or propane engine only has 4 main bearings instead of 7 like the diesels.

http://www.wengers.com/parts/Farm-T...-Gas/Sub-Component/CRANKSHAFT/01-R26550_R.htm

Martin
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DEMON44 said:
The B series camshaft has always been only a single bearing.
Click to expand...


That's what is different to these newbie oil burner eyes!!! Many differences in what I'm used to with Chevy gas burners.



. Got the front end put back together today and the pump put back in...We got the timing advanced up to 15.75*....which translates to 4.85mm plunger lift at TDC on my 2174 CPL. Thinking that another 2* bump on the adjustable gear would put it at almost 18*...a bit more than I would like to go. Was shooting for 16-16.5* So this is a bit more to the stock spec side than the next hole on the gear would provide.
It seems as though with the adjustable timing gear, setting the pump with the timing pin in it, and also the gear pin at the cam gear at TDC it was well below the factory 14* showed only 4.35mm lift, translating to a little less than 13*. I don't know exactly what it was with the stock taper fit gear on it. We moved it 2 holes which should be another 4 degrees, but went with the actual measured movement of the plunger.
 
76 CrewCab Dually, 11/14 timing plunger lift????

Don't go by engine CPL for chart. You have to decode pump. Cause either case or pump could have been swapped at any time before. Like it could have been a California CPL and someone slammed a 215 pump on it. That's happened more than once I can guarantee it. But you'll also be more than fine running 18* . these engines like timing.
 
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so its still quite readily available to do that extra timing Luke, keeping in mind I'm building for 20K GCWR, would 18* be better than 15.75?

Someone had put a tab under the bolt, it was Loctite coated when we took it out, and it went back in the same way as did all the others.
 
Good. Yes. Timing in conjunction with rpm. Because there is no dynamic timing on a P7100. You stick the 4k springs in. It'll be happy with 18*. You won't hurt the headgasket.
 
ChAnging injection timing has no effect of the quantity of fuel injected. Right. Just when it goes in. More piston speed more degrees.

Think of it this way. 16* is what it should have been set at absolutely stock. If emissions were no object. So add a couple degrees on that is plenty happy.

Seems guys get scared of timing. Yes common rails are dynamic timing. And yes bad tuning hurts those engines often.

This 12v isn't in that group. I'm not saying put 26* in. The base timing is often 12.5-13.0* on the older 12v. And that was detuned for emissions. It wasn't set there for optimal fuel mileage or optimal engine scenario. Strictly for emissions.
 
alright I'll bump it another 2* on that adjustable gear then!
 
The beauty of it all now is that you can change it whenever you want. If you don't like it for some reason. Or want to test something else out.
 
Right on
I can see where the factory timing pins and set on TDC it provided about 12.5 degrees as measured by plunger lift by Setting it up on the adjustable gear which should have been 14*
Here is the setup now as measuring 4.84 lift and translateing to 15.75* BTDC

image.jpg
 
Front geartrain
Notice KDP retainer

Cummins gear train.jpg
 
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I'm just so familiar with the SBC/BBC's Dean...I like this 6BT, just different, and a new train of thought as to diesels in general...I'm definitely on the learning curve, but I'm liking it...the end result will be the payoff of getting schooled on it!
 
Yeah that's cool Dave!
Nice to have Luke on your side too!

The best thing about diesels is once you got it the way you like you can forget about it and just drive! :thumb:
 
right on Dean....What I've seen others do with these 6BT's, has sold me on the power and the ability to achieve decent mileage while pulling the load I need to....If I can double what the 454 can do (5.5mpg), I'll be dam happy...only downside is gas is cheap comparatively right now.
 
diesel is still close enough that driving to BB would be cheaper in diesel than gas. if you do get the 10-11 mpg... I think you should be able too .
 
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