Builds Big Red Toy

[The Phoenician]

Just saw this. Sorry to hear about the crack, Mike. Who'd you find to do the work?

A guy Edwin recommended. He replaced Edwin s piston on his cummins. I also believe he finished up Scott's 6bt 80 , the one that sat at Jacobs for an eternity . He lives in the middle of no where surrounded by acres of corn and hay, but his shop has everything diesel, from tractors to trucks and an earth mover.

 

[The Phoenician]

I was walking around the Walmart looking for Valvoline motorcycle oil and I see this.

It's going for roughly $11 says it's compatible with Cummins, but doesn't have the Cummins logo on it like the other Valvoline oil I use. It's a few dollars cheaper so I'm wondering if it's an introductory price or it's just not as good as their premium blue line. Anyone ever use this or know anything about it?

 

[Pacer]

I run Valvoline almost anytime I can. I'll be flamed for this, but I run conventional Valvoline for 5000mi in my entire fleet, Just easier to keep track of. The bikes, I try and do once a year, if they get ridden at all that year...

 

[The Phoenician]

I run Valvoline almost anytime I can. I'll be flamed for this, but I run conventional Valvoline for 5000mi in my entire fleet, Just easier to keep track of. The bikes, I try and do once a year, if they get ridden at all that year...

I'm becoming more of a Valvoline fan myself. I haven't yet run it in my bike but will be starting sometime this weekend or next. I use the VR1 racing 20w50 for Little Red and the heavy duty Diesel ones for Big Red.

I just came back from checking up on Big Red. The parts came in and are being painted. You can also see the crack in the old housing cover. The guy working on it said my pump was retarded a few degrees , that explains my high EGTs. Once everything is buttoned back up he's going to advance the timing and play around with the fueling from there. Anyway here are some pics for now.

This is the old housing, if you look at the bolt hole closely you'll notice a hairline crack where the oil was leaking from.

New paint on some old and new parts.

What it looks like with the tappet cover removed.

Here's the block with the front gears and cam shaft removed. Not too happy that it says Brazil on the block, they are my worst soccer team.

The oil pump is in good shape so it's going back in. Thinking down the line I'll install some industrial or ddp injectors, but that all will depend on how much the timing fixes the EGT.

 

[GLTHFJ60]

Timing won't "fix" the EGT. EGT is fixed with less fuel or more intercooler. What's he going to do, advance the static timing?

Did you ever figure out what caused this crack to begin with? Is the brace in the back of the injection pump there?

 

[davegonz]

Is there an dynamic timing dealio for this pump? There was one for my old VE pump setup that I used, but I don't recall it affecting EGT's.

M & H Inc. - Dynamic Timing Device

 

[davegonz]

I miss my Cummins

 

[The Phoenician]

Timing won't "fix" the EGT. EGT is fixed with less fuel or more intercooler. What's he going to do, advance the static timing?

Did you ever figure out what caused this crack to begin with? Is the brace in the back of the injection pump there?

I'm not sure on the timing part, but I think what broke the housing was the vibration and the weight of the attachments on it. It did have the injection brace, but from what I can tell it wasn't actually bolted to the block. The oil leak started slowly after Round UP and got progressively worse, so it must have cracked while I was off roading.

Is there an dynamic timing dealio for this pump? There was one for my old VE pump setup that I used, but I don't recall it affecting EGT's.

M & H Inc. - Dynamic Timing Device

I'm not sure if it's what you're referring to, but there is a pin to that pump that you can adjust.

I miss my Cummins

Ya I know. You hate spending money on it, but miss it when it's gone.


So I have my own little theories why I have higher than average EGT. When I bought the engine, the turbo wasn't working. I replaced the internals with one I bought from a friend. So I either bought one with a smaller diameter turbine on the hot side which would make the turbo not as efficient and explain the lower boost numbers and higher EGT numbers. The other possibility is I might have s***ty injectors that don't atomize the fuel enough. Both of these are my uneducated guesses, so I expect the more knowledgeable folks on here to correct me.

 

[Mr Cimarron]

When I get some downtime I am taking my injectors to this place. Austin Fuel Injection & Performance CenterAustin Fuel Injection The few times I have stopped in to ask questions they have been great. Its a good place to get p-pump parts as well.

 

[The Phoenician]

OK I'm more awake now and can think semi clearly; working the midnight shift has thrown my schedule and "brain" power off.

I wanted to revisit this timing/egt issue once more, I know throughout the life of this thread it's come up quite a bit. Please feel free to explain it to me if you think I'm wrong, but use small words so that a 8 year old can make sense of it. This way my son can explain it to me if I still don't get it.

Advancing timing in theory should lower my EGTs because detonation happens before the piston is at TDC which means most of that heat is transferred into energy and can be absorbed into the cylinders, leaving less heat to escape through the exhaust. Retarding it does the opposite which means more heat escapes and energy is wasted. My intercooler gets really hot on one side and feels cool to the touch on the other, which leads me to believe that it's working well. So by advancing timing and possibly changing the CHRA in the turbo or using a smaller housing on the hot side, that should both increase boost and lower EGT, right? Or am I missing something that is completely obvious to everyone else?

 

[TRAIL TAILOR]

Mike,

I've never seen your exhaust... But I dropped almost 150 degrees on EGTs by properly "flowing" the exhaust. The previous set up on Goss had too many sharp turn/bends and caused issues.

Just some extra food for thought.

Jason

 

[The Phoenician]

Mike,

I've never seen your exhaust... But I dropped almost 150 degrees on EGTs by properly "flowing" the exhaust. The previous set up on Goss had too many sharp turn/bends and caused issues.

Just some extra food for thought.

Jason

Jason,

That's why I went with a wider exhaust a few months back. I only have one tightish bend, but its larger than the previous exhaust. The rest of it is pretty much a straight shot. I'll tweak a few things here and there, but I've pretty much learned to live with teh results. It's taken me everywhere I wanted to go without fail, sooo...... I should just learn to be happy.

 

[TRAIL TAILOR]

Jason,

That's why I went with a wider exhaust a few months back. I only have one tightish bend, but its larger than the previous exhaust. The rest of it is pretty much a straight shot. I'll tweak a few things here and there, but I've pretty much learned to live with teh results. It's taken me everywhere I wanted to go without fail, sooo...... I should just learn to be happy.

Hopefully you can get the #s better suited to your liking. My local Cummins Master tweaked and tuned on Goss and got him where the EGTs were a non issue unless I was lugging in OD or Double OD. Other than that, 1100-1300F were standard #s no matter what the situation was.

I hope this fella gets you where you and Red want to be. You deserve it.

J

 

[The Phoenician]

Thanks J. I'm already in the 1100-1300 area, so I guess I'm just being anal. I just need to take it out camping more and enjoy it on the trails, gives me less time looking at it sitting around and wondering what else I can do to it. He does have a ram 2500 with twin turbos in his shop. I need to stay away from looking at it cause now it has me dreaming or more things I can't afford.

 

[TRAIL TAILOR]

My Cummins Master said that all the local mine trucks run at 1200-1500F and higher at peak loads. Most are in their 8th year of service. Unless they are in for maintenance they run 24 hours a day.

J

 

[The Phoenician]

My Cummins Master said that all the local mine trucks run at 1200-1500F and higher at peak loads. Most are in their 8th year of service. Unless they are in for maintenance they run 24 hours a day.

J

So I did a 3 hour drive once at near constant 1250 a few months ago. Didn't have any real issues other than paranoia. I'm just wondering how others are doing 800 -1000 with similar set up.

 

[TRAIL TAILOR]

When I was cruising in Goss at 65-70 mph I was at 850-1000F. Unless I was in hills It never went up. 75-85 mph I'd jump up to the 950-1150F range cruising.

If I lugged the least little bit I'd see 1300F or higher QUICK!

J

 

[The Phoenician]

When I was cruising in Goss at 65-70 mph I was at 850-1000F. Unless I was in hills It never went up. 75-85 mph I'd jump up to the 950-1150F range cruising.

If I lugged the least little bit I'd see 1300F or higher QUICK
J

After looking at your numbers I actually feel better about mine. They are comparable. My shrink always said talking out your issues was the best way to deal with my problems .

 

[TRAIL TAILOR]

After looking at your numbers I actually feel better about mine. They are comparable. My shrink always said talking out your issues was the best way to deal with my problems .

WELL I NEED TO TALK WITH YOU MORE THEN..... I GOT LOTS OF ISSUES!!!

J

 

[The Phoenician]

WELL I NEED TO TALK WITH YOU MORE THEN..... I GOT LOTS OF ISSUES!!!

J

.... this forum has stopped me several times from going postal