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There should be numbers on the side of the pump that says what model it is. From what I can tell, it's the MW like most 5 tons had. There's no fuel plate, it's 2 nuts(sometimes just 1) on the back end of the pump. Right behind the AFC. Your picture blocks where the AFC and fuel rate are...

That's my vote too. The benefit of the 8.3 is the added rpm, vs those other options listed. Much added power will also tax the Allison. Add bigger injectors, pump and timing adjustments, gov springs, turbo, intercooler, and a good manual trans....Done.

I'm making a condensed version of the other thread that has 50+ pages to sift thru. First is the fuel rate nuts(some just have one nut). https://www.youtube.com/watch?v=e3InnotLRAE Then, we have the quick adjustment of the low rpm/excess fuel screw. It essentially starts to bypass the...

It's Pac brake # HP10029

There are many different marine injectors for an 8.3, and I believe the people posting that were referring to a 5.9 with the 370 marine injectors. I have seen 5 or 6 part numbers for 450-480 injectors for an 8.3. Of course, the best ones cost the most. I just don't have exact spec for them...

It wasn't a required thing, it just made it easier to do. The 14mm nut fits pretty tight, so it is actually faster to back out the 10mm, then back out the 14 to meet it. The socket was a gift from a 5 ton owner with a lathe.

Adding the video for the full fuel adjustment nuts. Just to add to the 43 pages on this thread. https://youtu.be/e3InnotLRAE

Yes, exactly. The head bolts make a distinct sound as they pop thru the hood. I mean the cackle (clatter) as you hit the pedal from idle.

I'll know by listening if the timing is too high.

It's low tech, and very basic once you see how it's done. This is my basic idea of what happens, minus a couple fine details. -Pull out the timing pin in the pump. -Line up the timing marks so you can put in the pin, but dont put in the pin. -break loose the nut on the end of the pump. -Make...

We(you and me) are going to do the timing. Not just you winging it alone. Marysville isn't all that far from me

That's what I offered earlier in the thread. I find it easier to do the method described by 74M35, than to use the spill port method. I timed my 12Valve Dodge this way a few years back, and it took 3 tries to get it in the sweet spot. I started a little high, then backed it off, then forward a...

I should have some time starting in December, if you want, you and me can get pix and video of yours getting timed.

By chance, has anyone called in to a Cummins dealer with their ESN to see what the factory timing is supposed to be?

On some data plates they state timing at the pump, not the crank. So, your 8 degrees may actually be 16.

They also had a marine rating of 350hp, and those injectors are still available.

Check idle speed too. Cant hurt to be on the higher side of the factory spec.

A modded 6BT isnt going to be a very good heavy truck engine. Mod the 6CT, and have a great truck engine. Let's say either engine makes 500hp. The 6BT will have about 1000 pounds of tork at around 1900rpm. The 6CT will have about 1400 pounds at 1600rpm. There's enuf aftermarket parts for a 6CT...

Need a video of it running now!

#1, 270hp/700tq. Last one I killed was the converter slipping, but was making a little more than that spec. Internal clutch slippage also can happen. With the torque curve moved up in the rpm (timing advanced), then there is less low rpm torque damage. 3. The turbo is good. HX40 can take a good...