Was doing a 6.5 closeout buy on intake manifold gaskets that I need for when I replace the injection pump on the '94 Suburban. They show a timing cover gasket set. Do I need one, or is that just sealed with The Good Stuff?
Trying to remember, is there a gasket that goes behind the IP?I always just used right stuff.
I have even used the right stuff instead of intake gasket, but that is more effort to remove later, so a asket there is easier.
Keep in mind if using gear drive instead of timing chain- you need the gasket for proper spacing.
Timing adjustment? Please explain.I usually use that gasket, because timing chain stretches causes timing adjustment about every 30,000 miles, at least 50,000. I put right stuff really thin on side against cover so it doesn’t move and side against ip I leave dry.
If you go dry both sides it will tear when you adjust timing later.
I did it several times with no gasket and only thin layer of right stuff. It didn’t leak, even after timing readjustment, but is hard to break free for re-timing.
I also did a super thin layer and let it dry in the open air. That worked ok but I didn’t get to see hoe that worked out long term. It worked past one timing adjustment, but I left the outfit shortly after that, so don’t onow the long term results.
Thank you for that reply which was delivered in a way that a neophyte can understand.Db2 requires moving the ip to change timing.
Ds4 can be done with computer to an extent, then once limit is reached, physical movement of the ip is required along with computer timing.
This occurs as the timing chain stretches.
You must compensate for it. Periodically checking actual timing.
That is why Leroy chose to call his gear drive “Time Keeper”. It solves the problem. With solid gears like all quality Diesel engines are built with keeps the timing accurate.
Stretched timing chains beyond the specifications is one of the ways valves and pistons smack each other.
Chain slap is one of the things that causes chatter to the ip wearing it out quicker.
If you are putting a new set of gears and chain on the 200,000 mile engine, thats ok. Just know that around 230k, 260k, and 290k you should expect readjustments in ip timing. Sooner if you work it harder or getting more city driving vs hiway. More frequent or more forceful acceleration/deceleration stretches the chain faster.
Solid timing gears = no timing adjustments after it is set the first time. I see it as $ spent now to save labor and aggravation later, and the longer ip life is a bonus.
The db2 on ford idi is same unit except 3/8 fuel inlet, reverse direction, and driven by gears instead of a chain. Their average life span is 25% more. Correlation doesn’t equal causation, but having seen similar thing in semi Diesel engines is enough proof to me. Thats why I bought mine.