Technically, timing is at 2.032”. Also, both of your dial indicators need to be rotating in the same direction or your 360’ out on the crankshaft. Always remember to read the “amount of lift left” NOT how far you have come. In addition, if you have to advance or retard timing, you will have to change cam follower gasket thickness. A good way to remember is if you need to Advance timing, the first two letters of the word “Advance”is “ad” so you add gasket thickness because the first two letters of the word “add” is ad. To Retard timing, the first two letters of the word “Retard” is re and the first two letters of the word “remove” is re so you remove gasket thickness. If you are unsure of what gasket thickness to use start with .042”. Just a few tips to make it easier. Another detail, this procedure was available pre electronic engines. This is a Celect pump. It is not a “PT” pump technically. Celect & Celect Plus pump is just a gear pump that runs constant at approx 150 psi under load. Spec allows for as little as 125psi and the engines will still run BUT I’ve found them to be a little rough at idle if as low as 125psi. This system needs a minimum of 25 psi output from the gear pump during cranking or you will have a no start condition because it takes that much pressure during cranking to allow for fuel metering&timing chambers inside the injector to fill. Watch out for the check valve at the ECM cooling plate outlet that can be source of no start if it is plugged with debris, the fitting comes apart for cleaning. N14 Base Engine Timing is accomplished thru the use of offset camshaft keys & cam box gasket thicknesses. L10, M11& ISM are advanced or Retarded using only offset cam keys. One last tip, if you get the timing correct on the forward cam box, you can remove that cam box then from the front and reinstall it in #3 cam box position and you won’t have to set the tool up on the #5or6 cylinders if there is a firewall in the way of the tool and you are doing this “in frame”. This is a great video and I hope you are gracious enough to suffer my comments? Thank you and God Bless You All!
So in the event of a cam swap. Is it still critical to time the piston to injector timing if you already know the shim thicknesses you took from each cam follower cover?
MISTAKE ! Bad technique, the instructor is DRIVING the crank gear via the camshaft gear via the accessory drive gear. When the engine runs those gears become DRIVEN components. The gear lash change the actual injection timing !& thus this engine will not be timed accurately. he should be turning it over using the crankshaft , NOT the acc drive shaft
Hmmmm Dear, It's the recommended and correct way to turn or rotate the engine in desired or counter clockwise rotation. Also I would like to update also that all valve and injector setting position is also marked or embossed originally by Cummins on same accessory drive shaft 😎✔
Question my N14 PT fuel system accelerates slower than my other 2, tech is telling me cam timing has 3 settings slow, med, fast, my main question is it’s not low on power, does those 3 cam timing settings affect engine torque & power, rebuilt PT pump, will leave alone if it doesn’t affect torque & power
Bc engines are like long rod high rpm nascar race motors...... You set the timing for peak power and deal with the finicky low rpm probs. I have 3 and was a b cat guy for years.... Next to the acert (with lower compression and a 6nz type ECM ) they are tough to beat. 2000-2500 make serious hp just won't lug along can't be lazy trucker guy on here has my cab over on RU-vid somewhere 79 bc1 106000 pullin satus pass @ 45 mph passin a 515 Detroit and his 600 c16 just FYI..... I get 4mpg no matter what
How the reading is 0.372 ? You should read the indicator counterclockwise from zero. Then it will be 0.68 inch . Let me know if am wrong guys . Thank you
They built it this way because they did not want it easily altered. Ohc engines are electronic the base inj timing is fixed but performance advance is in ecm
