Dynamic timing
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New User
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From: Denver
Dynamic timing
So I have a 6.9 with a banks non wastegated turbo setup and need some help figuring out what to set my dynamic timing at and please don't copy and paste articles on the procedure I know how to do it I just want to know what other people have theres set to.I know mine will be different cause I'm in denver but just a ball park setting is what I'm after
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From: Peterborough, Ontario
Since you know what you're doing, why didn't you tell us if you are using a pulse timing method, or a luminosity setup? Two distinctly different numbers depending on what way you're using.
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From: Denver
i have the luminosity probe setup with the cetane hydrometer, i tried setting the timing 2.5 atdc like it says to for my cetane rating and thats including the extra degree for high altitude. i just replaced the ip, lift pump and pop tested the injectors, the gear timing is set dead on and the truck runs and drives but smokes like a train and has a rough idle. fuel in the truck is good, compression and cylinder leakage are good but since mitchell doesnt say anything about timing an idi with an aftermarket turbo kit im trying to find a good starting point
Posting Guru
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From: Peterborough, Ontario
I've never heard of any difference in timing whether it's turbo'd or not either. Sounds like there may be something else going on..... is it black smoke or what colour?
Oh, and you did set the timing with it at the specified RPM? (I think it's 2000?)
Oh, and you did set the timing with it at the specified RPM? (I think it's 2000?)
Fleet Owner
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From: Mi'kma'ki
i have the luminosity probe setup with the cetane hydrometer, i tried setting the timing 2.5 atdc like it says to for my cetane rating and thats including the extra degree for high altitude. i just replaced the ip, lift pump and pop tested the injectors, the gear timing is set dead on and the truck runs and drives but smokes like a train and has a rough idle. fuel in the truck is good, compression and cylinder leakage are good but since mitchell doesnt say anything about timing an idi with an aftermarket turbo kit im trying to find a good starting point
iv yet to read one chart that shows such extremely advanced timing settings.
try this:
as for boost and fuel.
as a general rule,the more boost and fuel,the more you would want to retard the timing.this explains why:
http://www.oliverdiesel.com/tech/timing.htm
(RacinNdrummin recently learned this himself i see with his latest dyno testing.)
don't forget they're timing a chevy diesel there.perhaps that's where all the crazy settings began flying around for these engines,i dunno.if you read down,they knew the correct settings when writing the article too:
"Ford's NA specs vary depending on the elevation and your fuel cetane rating. Figures range from 4° to 7° ATDC."
timing is one of those precision settings,where the mind set of "if a little's good,a lot must be better" just has no place.
i keep seeing it.along with the overboard fuel adjustments.
people don't understand they're decreasing their engines performance like crazy with this kind of mentality.
and it's not as if,i didn't listen to it.mistakenly,knowingly, or inadvertently,iv tried the low tps settings,iv tried the advanced timing settings,iv tried the too much fuel thing.all failures for my setup.back to ford (or Navistar rather) specs = stronger engine.
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New User
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From: Denver
alright i will try that, and i got my numbers off of mitchell cause i can access it through work
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Elder User
Joined: Dec 2006
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From: On a farm.
I also have an early Banks non-wastegated system on my '87, installed it in '87. For most of that time I have used the stock timing setting. Certainly not in the smoke or rough idle. My truck was a Colorado truck (Western Slope), originally set for high altitude too (checked at 7.5 degrees ATDC then). Now I'm using 4-5 ATDC.
You have another problem. I recommend starting at the stock setting for altitude, figure out your other problems and then tweak it later.
Also, I have been told (some years ago by the folks at Stanadyne) that a fuel hydrometer is no longer a valid method to test LSD or ULSD. I don't recall the details now, but you might look into it.
You have another problem. I recommend starting at the stock setting for altitude, figure out your other problems and then tweak it later.
Also, I have been told (some years ago by the folks at Stanadyne) that a fuel hydrometer is no longer a valid method to test LSD or ULSD. I don't recall the details now, but you might look into it.
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From: Denver
alright i took everything into consideration and found that the gear timing between the cam and crank was off 1 tooth
. reset that, set my timing to 5 atdc and adjusted the screw in the pump and now she runs better than my brothers 99' psd
. thanks guys
. reset that, set my timing to 5 atdc and adjusted the screw in the pump and now she runs better than my brothers 99' psd. thanks guys
Fleet Owner
Joined: Jul 2006
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From: Mi'kma'ki
well,im not sure she's supposed to run better than a 3rd gen 7.3l but what the heck,you'll take it.
swapping your ip like this is the best way.that way you won't run into that issue:
http://www.oilburners.net/wiki/tiki-...hp?articleId=7
though,you should be all set for many years and not have to change it again for a while anyway lol.
ah well,good for other readers so as to avoid the issue just the same.
swapping your ip like this is the best way.that way you won't run into that issue:
http://www.oilburners.net/wiki/tiki-...hp?articleId=7
though,you should be all set for many years and not have to change it again for a while anyway lol.
ah well,good for other readers so as to avoid the issue just the same.
Elder User
Joined: Dec 2006
Posts: 559
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From: On a farm.
My '86 (I mistakenly wrote '87 above) was pretty hot stuff in the day. My truck ruled I70 between Grand Junction and Denver, especially Eisenhower going East and that nasty grade just west of Denver. With the Banks, it was faster and climbed better than the 1st Gen Cummins trucks (with stock settings) and when a friend bought a 1st Gen Powerstroke when they first appeared, I beat that truck in drag races several times. It wasn't long, though, before the old F-250 was relegated to also-ran status, either by rising OE power levels or the many aftermarket mods available. A few years ago I went to a dyno competition... just to observe. I was coerced into putting the old Ford on and it put out the same amount is usually did (just under 200 hp at the rear wheels) but that was only good enough for second to the last. I almost got beat by a slightly beefed 4BT, who beat me on torque but not on power. Oh, how the mighty fell that day! ( : < (
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