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Junior Member
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Discussion Starter #1
Ok guys, I have read pretty much everything I can find on here. LOTS of good information! As this is my first post(other than intro) I would like to thank you all for loads of education.

Almost a year ago I bought a 1993 peterbilt 378 (at least the cab) VIN 1XPFDB9X8PD324468
Pete says the original engine was S/N 4ck03940 (Long gone I believe).(425HP)

I cant seem to get the block clean enough to get the s/n off of it. Valve cover plate looks to say 2E(K?)00541. The 2EK is stamped over with 4CK... It appears someone pulled the original engine, replaced it with the 2ek00541, and installed all the 4ck peec parts onto it. Injection pump casting is 7E5888 with 7W683 stamped into top of pump. Truck runs good, turbo was just replaced when I bought it, marked TS466191-9001R. M289152, makes good boost (25-26 on a cool day).

Truck has very little blowby, but since I have no history on it, while it was at the cat shop getting some leaks fixed, I had them pull the pan and check some bearings. Bearings are Endurance Power @ 80%, rods looked to be aftermarket as well.

Now to the issue at hand. The injection pump is leaking oil and bonnets are leaking fuel. It also has a very slight idle surge, as well as slightly "glitchy" throttle advancement. It will be getting UN-peeced, hopefully before any major problems arise. From what I gather, I could have my pump gone through, and install a mechanical afc & governor housing, and convert my timing advance to mechanical with a weight set.

I would prefer to have a pump and timing advance built, bench tested and ready to swap to reduce downtime. I bought a 3406C s/n 8pn009900(suspected cracked head), it has the same pump casting number 7E5888 & stamped 7W683. 8 bolt timing advance, inside the timing advance you can see a part# 119-2130.

I don't know what either engine has for nozzles, but I'll be pulling the C-model apart next week hopefully. Is there any way to tell from the outside of the pump if it is a single scroll or dual scroll?

At this time I don't want to get too crazy, but 500-600 horse, would be nice. The truck is a straight truck,(gross 32,000-55,000) usually on the lighter side, so I don't have to worry about any long heavy pulls.

I planned on having Midwest Diesel in Beemer, NE do the pump work. They have a good rep around here. I'm certainly open to suggestions though.

FYI, in the future my intention is to rebuild the C-model (probably with b model injection pump parts and nozzles. Then install the fresh C-model into the work truck, and rebuild the B-model for a hot rod build.

Thanks in advance for any info. Does anyone know if Tony is still in Iowa? I'd love to throw some biz his way!
 

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Junior Member
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Discussion Starter #2
A little more to the point.

I guess my first post didn't have any clear cut questions. My main question is will the C-model pump internals I have work? Will I be able to get decent power out of them? If not, what pump internals will I need to install? Or will I just be tons of money ahead just robbing the mechanical parts off the back of the c-model pump, and having my b-model pump rebuilt?
 

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Junior Member
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168 Posts
Use the 10° peec pump cam. If the 2ek has a 5888 pump its also a C pump. Probable has 3422's or 23's where its a 2EK but also may have 3587's or 88's. Gotta find that out first. The 8Pn pump cam and engine cam both suck and are for 16:1 or 16.25:1 compression and 8289 or 8290 nozzles which suck as well. The complete advance off the 8pn will work fine on the 2EK and since the bonnets are all leaking it would be the time to pull all barrels and plungers and change the rack and install the one from the 8pn along with governor and all associated parts. Also get the purple stripe gov spring from the 4mg or 5kj.
 

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Discussion Starter #4 (Edited)
Ok, I'm back at this.

The 2EK/4CK PEEC engine in the truck has IPD-7E8700 pistons in it. (15.2:1 according to IPD product brochure.) This engine is currently running OR3587 nozzles.

I'm delivering the pump & timing advance off of the 8PN to Diesel Specialties in Sioux City Iowa tomorrow to have them gone through. (Inside the nose of this pump 115-5700-03 9.5*) I intend to have them put the 4MG/5KJ governor spring in it. FYI: The nozzles out of the 8PN are OR8290's.

Then I'm planning on Swapping out the whole pump, while I'm getting some oil leaks on the front gear case taken care of. I already have a pedal/floor section out of a mechanical truck. I understand the camshaft in this pump may be undesirable, but I don't understand why, other than the pin timing will be 9.5*. I intend to have it meter timed, though I'm not sure to what yet. Is there another reason the 9.5* pump cam is undesirable? Is the cam profile actually different from one pump to another?

Before we tear apart my running peec engine, I'm considering having it run on a dyno, while connected to CAT's timing meter, to document the current static timing, and advance travel, as well as maximum timing. This would get me a good baseline to work off of.

I'm certainly not leaving it at 9.5*. Depending on where the PEEC timing is now, I'm leaning toward 15-17* static, and setting the start screw @ 1250 RPM. Does anyone know a good safe timing number for 15.2:1 engines?

Please advise if you have any suggestions, perhaps a suggestion on a different pump cam if in fact the lobe profile is different.
 
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