too much timmin
 

i guys my buddys got a 2000 dodge identical to mine except hes still runnin the stock lift pump hes got the ejwa and the superchip max micro programmer both of them maxed out and that there sounds like to much timming to me but hes got to put a new injection pump on and while hes doing that he going to advance the timmin more the old way like a 12v thats got to be too much right

I don't know much about timing but to me it sounds like it will be way too much. I mean the timing from the edge and the super chips should be plenty for what fuel he would be pushing. Not to meation a fuel system should be on that truck if he is still running a stock lift pump with two tuners

ya its starving for fuel his fuel pressure goes straight to 0 when he hammers it

and how is he going to advance the timmin "the old way" ?

I run the adrenaline with timing and smarty with timing but only when I'm running empty and not hammering on it and get the best mileage I can possibly get. A couple weeks ago I made a trip of 552 mi. and used 28 gallons of diesel for a little over 19 miles per gallon! Not bad at all for a 1 ton dually. I wouldn't do this if I'm going to be pulling one of my trailers or racing around with it.

Agreed, the shaft has a key that match the gear. You MIGHT be able to get 1 degree difference from turning the pump hard clockwise or counterclockwise while tightening the fasteners. There is very little "adjustment" on a VP44.

I've heard that you can buy an offset key for it(or that might have been the camshaft) but I've never seen one.

what he told me was he is going to pull the pump gear off and rotate it clockwise and to me that just sounds retarded

Yes, I agree! That's a big change in timing, not 3 or 4 degrees but probably 10 or so.

Actually, I had forgotten about this thread. Seems jumping 1 tooth is only *5.

It is 5* per tooth, but... The reality is there is an internal timing sensor that detects pump position, and compares it to Cam or Crank position depending on year, and then the ECM commands timing based on RPM and load percentage. By mechanically advancing timing you are only changing static base timing and not effecting the total advance achieved by the truck. Without altering signal or changing parameters within the ECM you will not be able to achieve any more than 24* BTDC timing advance, but you will increase your Bottom end timing killing low end performance. At this point it is not a sacrifice worth making. As for staking timing boxes, IMO the problem is it tries to ramp up timing too fast or you will receive conflicting signals between devices. Once again, total timing will not be changed.

A lack of total timing is a major down fall of these vp's and something we are working on getting past, but for right now, it is a slow project and something I can't say too much about. As for different keys, they can make a huge difference in bottom end timing because they make the adjustment at the pump shaft instead of way outside on the gear, so a small change makes a bigger difference in degrees.

Hope this helps a little.
Sean

actually on these trucks edge comp and superchip is way to much timing it can damage alot of things?

It is physically impossible to pass 24* BTDC without mechanically advancing the timing gear, even then, the ecm and pump electronics will not allow the pump to pass 24* timing. So you are not reaching any higher levels of timing than are achievable at a stock level. However, you will have too much base timing for the truck to run properly at low RPM and idle.
Sean