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I built the truck with high speed comfortable interstate driving to get to places where pavement isn’t. Overlanding is a neat idea that I want the truck to be able to do. I think I have the high speed somewhat efficient travel in comfort checked off. Some of the off-road equipment has been...

Everyone drive safe. I will be there in the Cowdog after 1800 most likely.

If the oil is correct, if the oil warning light is functioning if it isn't internal engine related. Check ALL of the power steering pump mount brackets and bolts. Then, check the torque converter bolts. Sometimes they work loose and make a gut scrambling knock noise.

No argument from me that when working correctly, computer control is far better. Like you, I enjoy the "art" of getting something just right. Dynamic timing of a 6.? mechanical pump seems to be part art, part full time researcher and part black magic.

The 2 leaf Chevy 3/4 ton front springs and the 3 leaf Chevy CUCV M1009 front springs have the exact same ride height was my experience when I swapped from 2 to 3 on my Suburban. The 3 leaf pack was available on the "snow plow" package and the CUCV trucks. Stiffer ride for sure. Which I like...

So, I found another data point. This article was written by a guy converting to a DB2 pump from a DS4 electric pump: http://www.kozykalpacas.com/DIESEL/DB2%20Conv%20Guide.pdf He uses a MT1480 tool to set his timing. He claims the 6.5 timing tab has a 30° offset. Which is what I guessed last...

It isn't a linear power curve or relationship between fuel increase and power increase. Mainly because of how slow diesel fuel burns. At least with the indirect injection 6.2/6.5 engines. I don't know about the direct injection engines. Theoretically a 110 hp NA 6.2 could make 200 hp with a...

This is a good example of the mixed data one finds when trying to figure out the 6.? dynamic timing numbers: http://www.conestogadiesel.com/support/timinginjectionpumps.html They build and tune engines, yet admit they don't know how they are getting the numbers they are. Actually, the way...

That cab is heavy. Very heavy. Is your steering box and steering shaft installed still? If it is, that will add another level of difficulty to your task. I did my cab removal and install with an engine hoist and ratchet straps by myself. I think you need to rent or buy at least an engine...

It is for sure a rabbit hole to go down. I found 2 data points to go with. I am not sure I trust either though. This one: https://ck5.com/forums/threads/6-2l-ignition-timing-my-results.112778/ Is a very old thread on CK5 by a guy that at the time of the thread had a 6.2 with a Banks set up...

Most hardware and home improvement stores also sell rubber "cork". That is what I used on my M1009s. Good suggestion.

Thanks for making it more simple Keith. I did find a GM publication with a static timing spec. I am looking for dynamic timing though. I have looked through the CUCV and HMMWV -30 TM’s and have not been able to find any dynamic timing numbers. I did find several people referring to the “military...

Cool. I hadn’t seen a successful install yet.

That is a good point. Not only could the balancer be off a bit. But the pointer itself is adjustable. There are a lot of variables for someone who reloads and messes with BMW’s. Variables are very annoying. But, it I can get repeatable reading for my engine to base changes off of. I will be happy.

Another concern inside the frame rail is heat transfer to the cab floor. The most common way I have seen is people make a flattened down pipe and do at least 1 inch cab lift. Otherwise, outside the frame is your only real option.

The gist of the long thread yesterday is that I don’t know exactly what my timing is because I don’t know the timing probe offset. Yet, I now have an accurate timing reading that is repeatable and I advanced the timing a bit. I wrote that and went for a 231 mile drive into the hill country for...

Todays Topic is injection pump timing. I have owned a 6.2 or 6.5 for almost 11 years now. I have replaced at least 6 injection pumps on varies engines in the same time span. I have also been looking for an accurate way to set the IP timing after pump replacement or to just baseline a running...

That is a tough one. Figure $3k for a new system. Figure $500 - $800 plus exhaust for a GM turbo system. Somewhere in between is your price. I haven’t looked lately, but $1200 seemed to be the eBay price a few years ago. That was without exhaust though. But exhaust will make shipping very...

You are in experimental land with this one. Keep in mind that no power is actually pulled from the front battery. The 12 volts positive for most of the truck systems is actually pulled from the negative side of the rear battery. Kind of confusing to think about and even tougher to...

There is a diamond shaped black plastic 2 post wiring connector above the driver side cylinder head on the firewall. Give the wires going to it a tug and see what happens. Same with the Buss bar connectors on the passenger side firewall. 1 loose or corroded connection can cause this problem...