Well IMO it is back to being more complicated then just moving the cam sensor. If it were this easy the aftermarket would have a "box". I don't have the understanding of how these two sensors interrelate and really don't think I have the patience to read the manual for three hours and do signal/voltage checks. All I know is that I have been told (who knows if it is true) that VA is working on a timing manipulation but Danny at PD says the new Rams CTD are "so complicated" it is taking a long time. Time is $ for us and the aftermarket so unless the manufacturers see the dollars at the end of the rainbow I think it will be a while before we can get good, reliable timing control which sucks because my stacked VA 3.2 & Edge EZ smoke on the #2/#3 settings and the EGT's go out the roof. It goes like heck but is barely usable. I wonder if timing will help EGT's? I'm fairly certain it will help efficency (smoke clearing) and power
Junior - sorry for the rant. I could have been more polite and less arogant but I have an excuse. Right as I was reading the post I saw the plumber running out of the house pulling up his pant which caused me to spill my beer on my dog which suprised him so much (I usually drink Vodka) he "sharted" all over my new Ram logo throw rug. I stepped in this on my way to check on my dear wife who, turned out, was just napping in some new lingerie I had never seen so the plumber must have just had some pant fitment issues by coincedense cause she was really sleeping hard.
Maybe I need to move my office back into the house and out of the garage area
. Or instead of a crank sensor I should look at a cranky sensor?
BTW Do you really work at Micky D's? They have great fries.

 

someone could design an adjustible cam gear like the imports use. Heaven knows we dont have to worry about high RPMs.

JRG

 

Don't worry guys the way I hear it SP Diesel is close to releasing one of its power modules for the 600 that will have seperate timing controls so you add timing without all the extra fuel.

 

actually no, i own my own landscaping business, but many a night ive drempt of working there.. just for the free food.


btw, what does going into Derate mean?

I also think IA_James has a good idea there, I dont know how the timing is on new diesel engines but on gas engines such as 68-74 are easy to do this on and ive made the mistake of doing it many a time.. ;/

Also PPSI, just read your sig, you have a 68 dart gt? nice

I own, 1973 Dart Sport 340 (with sunroof) option very few left around with the rare sunroof

along with 1970 440 dodge challenger
72 charger 440
68 chevy camaro SS covertible, etc all fine cars

Right now though im restoring the 73 dart.

 

100 Proof's idea has a lot of potential, and I don't think it needs to be done in 6 degree increments.

I think a lot of the variation in fuel economy on the electronic CTD's has to do with how the manufacturing tolerances stack up on a particular engine. Think about it: there are 3 gears involved in the crank to cam timing relationship, plus two holes for sensors, two sensors, how the block and timing case mate, edited to add: the crank itself, all these things contribute to the actual timing. If every part was at the "advanced" end of it's acceptable range, you'd end up with a 20+mpg "600" like I've seen reported here. If all your tolerances stack up retarded, you're screaming at the dealer because the pig only gets 13 mpg. Most guys have a mix of parts that puts them somewhere in the middle. My point is that the computer has to be able to handle minor variances in the actual crank to cam timing without throwing codes, so there's no magic exact number that you have to move the cam sensor. 100 proof, if you can slide the cam sensor just a little bit, you should make a big difference in the way your truck runs.

 

nice plumber story. LMAO

Derate is essentially a fueling limit imposed by the computer when it senses something is not right.

You could "clock" the tone wheel and the cam, but it would definitely take some r&d. I would wait for the timing box that allows you to adjust the injection timing seperately from the amount of fuel injected.

Manufacturing processes have com along way and I would doubt that you could get even 1/2 of a degree out of a poor tolerence stack up.

Now a tolerence stack up on all the parts in one of those $600 injectors would be something to see.

I also like the ingenuity of the idea, but I feel it would not be cost effective and may cause serious damage to the engine if you screw it up.

 

Given the fact that bad things happen even in the best places, what is the likelihood that maybe, just maybe, the trucks getting the really crappy mileage are assembled one tooth off on the cam drive? I'll bet worse things have happened, even on the Cummins assembly line. If it didn't throw codes, or bend valves, how would you know???

 

I crawled under it tonight and saw that that the crank sensor does indeed have a "home" position. Both sensors would have to move. Oh well, at this time I will be returning to reality (at least temporarily).

100 Proof

 

100 Proof,

How about keep scratching your head on this? It would be great to be able to add in a little power with a little shade tree wrenching instead of spending the big bucks aftermarket companies are charging.