1994 idi turbo pump timing

Steve Mutter · March 2, 2012

I am installing a stripped long block on a f-350 7.3 idi turbo . It looks like the only way to make sure the pump gear is timed to the cam gear is to remove the timing cover. I just wanted to know if this is necessary or is there another way to set the pump and cam gear marks?

Keith Browning · March 2, 2012

In the past I have run into situations where I had the pump gear cover off and removed the gear. If the engine is clean you can actually get a mirror in front of the gear to locate the timing mark. As I recall the teeth on the gear are also colored so degreasing with a little Brakleen and compressed air will help identify the timing marks. I used to make the marking easier to see with a Sharpie pen or touch up paint.

Bruce Amacker · March 2, 2012

Hi Steve!

IIRC, the gear is "supposed" to have two teeth striped with ink to ID the relationship. If the teeth aren't marked, you can't see the other marks without pulling the cover. I remember getting warranty pay because it was common that the reman co. did not properly stripe the gear teeth. We used a Mac diesel adapter to set the timing which is a little clamp on piezo crystal that clamps onto the HP line and triggers a gas timing light. IIRC there is no advance on the balancer so we used circumference/360 to make our own.

Man I hope this is all correct, this goes back a long time ago, but I did a shitload of those engines. If the timing is too high they rattle bad, too retarded and they are sluggish and quiet.

Good Luck!

Posted Image

From ISIS:

(There are some typos in this- the illustrations are completely wrong for the text!)

Removing Injection Pump (all applications)

INJECTION PUMP AND CAMSHAFT GEARS

Injection pump and camshaft gears have a "Y" stamped on the face of the gears for alignment. In addition to the "Y", the gear teeth adjacent to the "Y" on the camshaft gear are permanently dyed.

NOTE: The "Y" marks are not easily visible with the front cover on the engine. For ease of assembly, draw a reference line up from the "Y" mark on the gear, prior to removing the gear.

NOTE: The following is necessary only if the injection pump drive gear is replaced.

REMOVING INJECTION PUMP GEAR

1. Remove the injection pump adapter housing bolts and adapter housing ( Figure 9.37 ).

IMPORTANT: DO NOT REMOVE INJECTION PUMP DRIVE GEAR YET.

2. Bar the engine over to TDC compression stroke for No. 1 cylinder.

NOTE: Remove glow plugs to facilitate turning engine over by hand.

3. To verify that No.1 piston is at TDC position, remove the right valve cover and observe the No. 1 cylinder valve lever. The injection pump drive gear dowel must be at four o'clock position. The scribe line on the vibration damper should be at TDC.

NOTE: With engines at TDC compression for No. 1 cylinder, gears should have the stamped "Y"'s aligned. Refer to Figure 9.38 .

4. Slide the injection pump gear back (do not remove) to expose the top of the camshaft gear when looking down into the top of the front cover. Draw a reference line up from the "Y" mark on the injection pump gear prior to removing the gear. DO NOT REMOVE THE INJECTION PUMP GEAR WITHOUT FOLLOWING THIS PROCEDURE.

REASSEMBLY

Injection Pump Gear Installation (With Front Cover Installed)

IMPORTANT: PRIOR TO REASSEMBLY BE SURE ALL MATING SURFACES ARE CLEAN AND FREE OF EITHER GASKET MATERIAL OR R.T.V. SEALANT.

1. Install injection pump drive gear as follows:

NOTE: If a new gear is being installed, mark the new gear in reference to the "Y" mark stamped on the front of the gear. (Refer to Figure 9.39 .)

a. Install the injection pump drive gear to the camshaft gear with the reference line at six o'clock.

b. Be sure the "Y" mark reference line on the injection pump drive gear mates in between the two dyed gear teeth of the camshaft gear. Refer to Figure 9.38 .

IMPORTANT: VERIFY THAT NO.1 PISTON IS AT TDC PRIOR TO INSTALLING THE INJECTION PUMP DRIVE GEAR.

2. Apply a 1/8 in. dia. bead of R.T.V. sealant into the narrow groove at the bottom and sides of the gear tower; and a 3/16 in. diameter bead across the front of the gear tower. Refer to Figure 9.40 .

IMPORTANT: ASSEMBLE COMPONENTS WITHIN 15 MINUTES OF R.T.V. APPLICATION. IF SEALANT "SETS UP" IT LOSES ITS SEALING EFFECTIVENESS.

3. Install the adapter housing over the injection pump drive gear and tighten the four mounting bolts. Refer to Figure 9.41 .

NOTE: With the injection pump adapter housing mounted to the engine, the injection drive gear drive cannot "jump" timing.

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Figure 9.39

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Figure 9.40

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Figure 9.41

INJECTION PUMP INSTALLATION

1. Prepare injection pump for mounting to engine by rotating injection pump drive shaft so slot in drive shaft is approximately at 4 o'clock (viewed from front of engine).

2. Mount the injection pump assembly on the adapter housing over the three mounting studs and align the dowel on the injection pump drive gear with the slot in the drive shaft.

NOTE: Do not slide the injection pump all the way forward on the studs. Slide about halfway to allow clearance for nut installation on studs at the injection pump mounting flange.

3. Align the scribed line on the pump with the scribed line on the adapter housing (at the 10:00 position) after the mounting nuts are started on the adapter housing studs. Refer to Figure 9.42 .

IMPORTANT: NEW ENGINE AND INJECTION PUMP TIMING IS SET IN TWO STEPS DURING THE PRODUCTION PROCESS.

IMPORTANT: step one: initial or static timing is marked at the 12:00 position on the pump flange and adapter housing. these marks are only used as an approximate timing setting prior to step two, dynamically timing the engine.

IMPORTANT: STEP TWO: FINAL TIMING IS DONE DYNAMICLY. IF TIMING ADJUSTMENT IS REQUIRED, A ROBOTIC DEVISE AUTOMATICALLY ADJUSTS THE INJECTION PUMP POSITION BY ROTATING IT SLIGHTLY (ADVANCE OR RETARD), AND STRIKING NEW MARKS AT THE 10:00 POSITION. THE 12:00 MARKS MAY BE OUT OF ALIGNMENT DUE TO THE PUMP DURING THE DYNAMIC TIMING ADJUSTMENT. ONLY THE 10:00 MARKS MUST BE IN ALIGNMENT.

NOTE: If service requires injection pump replacement, use the 12:00 scribe marks as a reference, then dynamically time the pump using the Tach-N'-Timet Instrument (ZTSE4142) and scribe new alignment at the 10:00 position. Refer to CGES-460 "7.3 L Diesel Engine Diagnostic Manual".

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Figure 9.42

4. Install the three injection pump gear mounting bolts and tighten to specified torque (see Specifications ). Refer to Figure 9.43 .

5. Tighten injection pump mounting nuts using injection pump wrench ZTSE4132 . Refer to Figure 9.35 .

6. Install the oil fill tube and apply R.T.V. at the mounting surface prior to installation.

7. Remove all protective caps and install the fuel return hose, filter to pump supply tube and fuel injection line to nozzles. Tighten to SPECIFIED TORQUES

IMPORTANT: USE NEW RUBBER SEALING SLEEVES ON ALL FUEL LINE CONNECTORS, EXCEPT HIGH PRESSURE NOZZLE LINES WHICH HAVE SWEDGED FITTINGS.

IMPORTANT: FOR DETAILED INSTRUCTIONS ON CLEANING, INSPECTING AND SERVICING THE FUEL INJECTION PUMP, REFER TO CGES-475 "THE STANADYNE DB-2 FUEL INJECTION PUMP SERVICE MANUAL.

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Figure 9.43

FROM FORM NO. CGED-440-*

9 INJECTION TIMING-DYNAMIC CHECK* See Illustration - Reverse Side

Check timing using the Tach N' Time™ Instrument (ZTSE-4142) with timing adapter (ZTSE-4142-73.)

Attach the adapter to the line pressure sensor on the No. 4 injection nozzle and connect the dynamic

timing meter. Timing check A: Disconnect the Housing Pressure Cold Advance Solenoid (HPCA) connector

from the HPCA terminal. Maintain 2000 RPM with the engine at operating temperature and record

dynamic timing in Box A. Timing check B: Apply battery voltage to HPCA solenoid terminal, maintain

2000 RPM and record dynamic timing in Box B.

CHECK TIMING AT:

A: 2000 RPM NO LOAD, w/Housing Pressure Cold Advance Solenoid (HPCA) disconnected.

Dynamic Timing Spec. 3.5° ± 2° BTDC.

B: 2000 RPM NO LOAD, w/Housing Pressure Cold Advance Solenoid activated, (using a jumper wire).

If no timing change, confirm HPCA is functioning before removing the injection pump.

NOTE:

Advance Timing Check ( should be 2° (min.) above first timing Check (A).

C. (B -A) = Degrees Advance

IMPORTANT:

THE TIMING SPECIFICATION IS ACCURATE ONLY WHEN MEASURING DYNAMIC

TIMING WITH THE TACH N' TIME ™ INSTRUMENT (ZTSE-4142).

OTHER INSTRUMENTS WILL NOT GIVE THE SAME RESULTS.

INSTRUMENT GUIDELINE DATA† 1 st Check 2 nd Check

A. @ 2000 RPM

A. Deg.

NO LOAD

w/HPCA

Disconnected

[3.5°±2]

B. @ 2000 RPM

B. Deg.

NO LOAD

ZTSE-4142

w/HPCA

Activated

C. (B-A)=Degs. Adv

C. Deg.

REFERENCE: REFER SECTION 5 OF DIAGNOSTIC MANUAL CGES-460-* FOR TIMING

METER OPERATING PROCEDURES, LINE TO LINE (MARKS ALIGNED)

INITIAL TIMING CHECK AND HPCA FUNCTIONAL CHECK.

* Engine must be at normal operating temperature.

† Refer to "Performance Data Guidelines, in this section.

* - Manual specified with latest revision

DYNAMIC INJECTION TIMING

Dynamic timing is checked using the Tach-n-Time instrument (ZTSE-4142) with a clamp pick-up (ZTSE-4142-73) attached to an engine mounted line pressure sensor.

The dynamic timing specification at 2000 RPM, no load, is 3.5° ± 2° BTDC as measured with ZTSE-4142.

IMPORTANT: THE 7.3 LITER FUEL INJECTION PUMPS FOR INTERNATIONAL® 1000, 3000, 4000, S-SERIES AND METRO II APPLICATIONS, AND FORD MOTOR COMPANY E & F SERIES APPLICATIONS ARE TIMED IDENTICALLY AT THE FACTORY. HOWEVER, DYNAMIC TIMING SPECIFICATIONS FOR SERVICE ARE DIFFERENT DUE TO DIFFERENT TIMING METERS USED BY INTERNATIONAL AND FORD. EACH METER HAS DIFFERENT ELECTRONIC CIRCUITRY AND FILTERING WHICH ACCOUNTS FOR THE DIFFERENT SERVICE DYNAMIC TIMING SPECIFICATIONS. THE DYNAMIC TIMING SPECIFICATION LISTED ABOVE IS VALID ONLY WHEN USING THE TACH-N-TIME (ZTSE-4142). OTHER TIMING METERS WILL NOT PROVIDE THE SAME RESULTS.

Timing advance, measured at 2000 RPM, no load, with the HPCA Solenoid activated MUST be 2_ min.( above the first timing check.)

PROCEDURE

1. Slide the plastic protective cap off the line pressure sensor (Figure 5.24 ).

2. Clamp the "alligator style" pick-up (ZTSE-4142-73) to the line pressure sensor on the #4 cylinder injection nozzle.

3. Connect the ground clamp from the pick-up clamp harness to an appropriate ground as shown in Figure 5.25 .

IMPORTANT: LINE PRESSURE SENSOR AND PICK-UP CLAMP MUST BE DRY. WET CONDITIONS CAN CAUSE ERRATIC READINGS. IF ERRATIC READINGS ARE OBSERVED, REMOVE THE PICK-UP CLAMP AND DRY THE CLAMP AND LINE PRESSURE SENSOR WITH A CLEAN, DRY CLOTH. SPRAY THE PICK-UP CLAMP AND LINE PRESSURE SENSOR ON ALL SURFACES, WITH A WATER DISPLACING SUBSTANCE, SUCH AS WD-40® AND RECLAMP THE PICK-UP TO THE LINE PRESSURE SENSOR.

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Figure 5.25 Dynamic Injection Pump Timing

4. Set "SENSOR SIGNAL" rocker switch to the "CLAMP ON" position. Refer to Figure 5.26 .

5. Insert the magnetic probe into the magnetic pick-up access hole (top hole) located on the crankcase front cover. See Figure 5.25 .

6. Plug the magnetic probe terminal into the crankshaft sensor jack on the ZTSE-4142 body labeled "MAGNETIC PICK-UP". Refer to Figure 5.26 .

7. Set rocker switch to "MAGNETIC PICK-UP" position. Refer to Figure 5.26 .

8. Connect the ZTSE-4142 battery leads to the vehicle battery (red to "+", black to "-"). Display should light up and read (Set...20.0).

CAUTION:

THE ZTSE-4142 MUST BE GROUNDED TO THE ENGINE BLOCK. REFER TO FIGURE 5.26 .

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Figure 5.26 ZTSE-4142 Control Panel

9. The timing meter automatically reads a 20° timing offset. No offset adjustment is required for the 7.3 Liter Diesel Engine.

10. Make sure all cables and wires are clear of fan, belts or any other moving parts. Keep wires away from exhaust manifolds.

11. Start engine. The sensor light on the ZTSE-4142 should be blinking regularly, indicating proper function of the connectors. Allow the engine to reach normal operating temperature.

IMPORTANT: HPCA SOLENOID MALFUNCTIONING AFFECTS TIMING. VERIFY PROPER HPCA OpERATION AS FOLLOWS:

WITH ENGINE COLD (Coolant temperature below 85 ° F).

a. With timing meter properly installed, disconnect yellow wire (Figure 5.27 ) to DEACTIVATE the HPCA Solenoid.

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Figure 5.27 Deactivate HPCA Solenoid

b. If RPM on timing meter decreases or a timing change is observed, the HPCA Solenoid is functioning.

c. If NO decrease in RPM or timing is observed, the HPCA or the temperature sensor in the top/rear inboard side of the left cylinder head is faulty. Confirm temperature sensor function and replace HPCA or sensor as required.

12. WITH ENGINE WARM (Coolant temperature above 140 ° F).

a. With the timing meter properly installed and the HPCA Solenoid Connected, use a jumper wire to activate the HPCA Solenoid. Refer to Figure 5.28 .

b. If RPM on the meter increases or a timing change is observed, the HPCA Solenoid is functioning.

c. If NO increase in RPM or timing is observed, the HPCA or the temperature sensor is not functioning. Confirm temperature sensor operation and replace HPCA or sensor as required.

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Figure 5.28 Activate HPCA Solenoid