ya thats what i was woundering too.

 

I dont run the spacer. On my 92 im bumped 1/8" and on the 89 I ran 2 teeth plus 1/8".

Increasing timing increases cylinder pressure. Too much can lead to problems like cracked pistons. Too much timing is even harder on parts at lower rpm's like you see while towing.

 

i see. i guess ill just stick with my 1/8 advance then.

 

The spacer may be ok for towing. I dont know. I do know I would not put base timing past 1/8" to tow.

 

I purchased a 1991.5 W250 and the pump is pulled all the way to the head. I haven't cranked the truck but a few times because I have in between other jobs for people and rebuilding the Getrag. When I first cranked the truck back in october for the first time I couldn't believe how well it ran. It had such good throttle response. It started this knock recently and now that I think about it was when the weather turned cold. I have put mains and rod bearings in it and gotten an injector rebuilt but it still hasn't shut up. I'm wondering if now that the KSB is advancing it so far to make it have detonation causing the knock. I'm gonna unplug it tonight and see. How many degrees is the 1/8th inch bump compared to all the way to the head?

 

grabbing a few teeth and to the head works slick like bobby said but there cons that come with the pros just remember that

 

i read through this and still havent got the full understanding... turning the pump to the head advances timing, but static, like turning the distributer on a gas burner? But the timing advance will change timing depending on case pressure, so it will always be changing the timing? The dynamic advance is 100 bucks, but how easy to install... but turning the pump is free and some work is involved... fuel mileage and performance is the gain, but what is better, turning the pump or adding the spacer?

 

People seem to like both. I myself ran my KSB on a toggle switch once n found no difference. I advanced the static timing 1/4" and WOW what a difference that made. It smokes less, has more power, better mileage n prob has lower EGT's.

 

From a thread I replied to a year ago;

"Sat down and figured this out one day. And with a little help from some friends, got the numbers fine tuned.

Cummins engine VE pump timing: (unverified)
1.25mm pump lift = 12.5° stock intercooled (1.4mm stock non intercooled)
2.4mm additional pump lift (advance) = 21° - 22°
M&H timing spacer increases to 6.4mm advance = 31° - 32°


1mm pump rotation = 1° timing (verified)
1 tooth on drive gear = 10° timing (verified)

1/8" bump is 4° - 5°

Hope this helps "