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Thread: Cummins 6CTA8.3 Injection Timing

  1. #11
    4 Star General 74M35A2's Avatar
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    Quote Originally Posted by nevrenufhp View Post
    By chance, has anyone called in to a Cummins dealer with their ESN to see what the factory timing is supposed to be?
    The data plate on mine says 8 degrees. That is the same data plate that has the ESN, so I wouldn't expect a different answer unless I am missing something.

    The Cummins dealership by me said they would advance the timing to the maximum amount allowed per my engine CPL. Upon calling them again and begging, they said they would advance it to whatever I specify, and charge me an hourly rate to do so. So now the question becomes is it cheaper to buy the tools, or cheaper to pay them. My target after a few hours of searching seems to be 16 degrees.
    CFO @ Portacharger

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    Sergeant fattboy123456's Avatar
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    Please keep us updated im very interested in this

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    4 Star General 74M35A2's Avatar
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    I will. Was going to take it in this week, but aunt died (was not close with her). So, moved to next week Mon. I am going to tell them to assess the situation first, as if they predict more than 4 hours of shop time to do so, then I will just buy the tools myself and go that route. From what I see on eBay images for our MW injection pumps, the shaft and gear looked keyed together. The IP looks like it can be clocked some (?), so if clocking the pump alone does not reach 16 degrees, then I would think the pump and gear would have to be pulled and shifted a tooth then try again. The P7100 pump does not have a keyed shaft and gear, and therefore they just re-index the gear on the IP shaft to change timing.

    Basically, if they say they will have to pull the timing cover apart, I will tell them to forget it, and I will do it myself. Usually the pump gear access hole (where the tach drive adapter is) is large enough to do this adjustment. We'll see, uncharted territory here..... Advancing timing is supposed to greatly increase fuel economy and decrease EGT's. 16 degrees seems to be the safe limit on this engine from reading posts on the RV boards where those guys are always pressing for more mileage and power simultaneously. Anything over 16 degrees over-stresses the head gasket area/head bolts/etc.... Not much power increase in do this itself, but other mods take much better hold when doing so. Again, this is just my collection of other opinions from random places. Factory timing on my M925A2 states 8 degrees on the Cummins ID tag.
    CFO @ Portacharger

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    Sergeant fattboy123456's Avatar
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    Im really surprised that for how common this motor and MW pump is that there is no Pictures or video detailed how to do it
    I mean between RVs, military trucks, heavy equipment, and Ford trucks No one has a wright up or video.....and I have looked as well for it too

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    Sergeant Major nevrenufhp's Avatar
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    Quote Originally Posted by fattboy123456 View Post
    Im really surprised that for how common this motor and MW pump is that there is no Pictures or video detailed how to do it
    I mean between RVs, military trucks, heavy equipment, and Ford trucks No one has a wright up or video.....and I have looked as well for it too
    I should have some time starting in December, if you want, you and me can get pix and video of yours getting timed.
    http://www.freewebs.com/nevrenufhp
    The link to my Low Buck Fuel Rate site.

    Former 63B at HHT 1/3ACR.

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    4 Star General 74M35A2's Avatar
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    Quote Originally Posted by fattboy123456 View Post
    Im really surprised that for how common this motor and MW pump is that there is no Pictures or video detailed how to do it
    I mean between RVs, military trucks, heavy equipment, and Ford trucks No one has a wright up or video.....and I have looked as well for it too
    Not a lot of them have Bosch MW pumps. Seems to be prevalent in 939A2 series and some agricultural applications. The Bosch P7100 pump is more common I believe (much higher volume school buses and motorhomes). The MW has a very similar looking in-line pump, but governor is completely different, for whatever reason.

    Stay tuned (get it?), hope to drop the truck off Monday at lunch and have some feedback or task complete by mid week. I don't have an EGT installed yet, but I will try to at least get one temp mounted to know the effect of this beyond the seat of the pants dyno.
    Last edited by 74M35A2; 10-23-2015 at 10:28.
    CFO @ Portacharger

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    I just so happen to have access to cummins quick serve. Give me ESN and I'll beable to get you what ever info you want. I also have unlimited access to ISIS (international) and what ever Detroits factory info website thing is called. I also ha e connections in to cummins southern plains off of I20 in Dallas texas

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    4 Star General 74M35A2's Avatar
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    I also have free access to Cummins QuickServe (everybody does), and I can't seem to find any useful injection timing info. They talk about IP spill port timing, and they show the dial indicator to measure plunger #1 height ion their tool section of that chapter, but there is no table or chart or how-to for this method. I was expecting to find a timing table of plunger height vs crank degrees. I have not read it in depth though, and have yet to do that. This is easy to find on the internet for a 5.9L with the 7100 pump. My ESN (Engine Serial Number) is: 44455234 (saved within and working with Cummins Quickserve), please try to find timing info beyond what I did if you can.

    I bought a full size Volvo road tractor intercooler, same as member 4xdesign did. He did a fabulous job of measuring to find the best fit one, and then installation also. I am copying that. But, I want to install my EGT before I do any mods, so I can accurately report their effect. Advancing timing is supposed to reduce EGT, as well as dumping the muffler.
    Last edited by 74M35A2; 10-28-2015 at 16:41.
    CFO @ Portacharger

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    4 Star General 74M35A2's Avatar
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    OK, so after more study of the service manual on the Cummins Quickserve portal, it looks like the 8.3 injection timing is set by monitoring flow out of the #1 injection line, while supplying 300-375psi of fuel into the injection pump. Rotate the engine until the flow slows to a drip, and read the crank timing tape. That is the basic procedure, much abbreviated.
    CFO @ Portacharger

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    I've got a little bit more than free access. Glad you were able to get the information you were looking for though

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