Yeah, that was what I was thinking...didn't want to come out and say it and ruin your day , but it might be for the best to get in there and ensure everything is timed for optimal power/mileage, etc. I know I HATE doing things twice, the second time alys feels so defeating, but when you're done you will have peace of mind so it will be worth it.

GDE has timing instructions right on there website somewhere that you can download in PDF format. That as a guide with the FSM together gives the best overall information.

- Mark

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Previous-05 CRD KJ;Current-2010 Taurus SHO Twin Turbo (450HP), 2014 Subaru Forester Turbo (stock)

Chrysler should hire the members of this forum to rewrite the CRD FSM. Based on the number teeth on the pulleys (24 for crank, 48 for cam and 36 for IP) the pump timing make will line of with the crank every 3 revolutions. However, to get the entire system in the correct timing position it will occur every 6 revolutions (where crank is 90 degrees after TDC, cam pins line up and IP is pointed at the timing mark).

A pump with the wrong timing can lead to lower power and higher noise as posted earlier in the discussion. This is due to the internal pressure wave in the rail. If the wave pulse is not timed with an injection event correctly, the pressure at the injector nozzle might be lower than desired when the injector is energized. This may lead to a lower pilot injection quantity or a missed pilot, thus leading to more combustion noise (typical pilot duration is 180-200 micro seconds). The main injection may have a lower actual injected quantity as well due to out of phase pressure wave (main injection pulse width can range from 200-1200 micro seconds depending on load). These pulse widths are for the Liberty CRD, other common rail applications can be different, depending on injector flowrate, solenoid actuation vs. piezo actuation, number of injections (two pilots, main and post), etc.

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Providers of wholly developed aftermarket solutions for the KJ CRD.
(248) 977 - 9531

I was wondering when you might chime in on this thread. Thanks for the imput on the reason the pump is timed Keith and confirming everything I said about the pulley teeth, timing, etc. It's nice to know my brain is functioning correctly and I got things figured out right on this little beast of an engine.

You would have saved us alot of discussion and probably saved a few of my brain cells from overheating if you had chimed in earlier. I know you're a very busy guy and just giving me the answer wouldn't have been as fun as me trying to figure it out like I did anyway! It also helped me kill time most of a slow 12 night shift yesterday.

Thanks,

- Mark

P.S. I like your signature now: "Providers of wholly developed aftermarket solutions for the KJ CRD." <-- so true...I can't wait to see what you come up with in the future. Are you still working on a duramax tune? If so you'll have to shoot me a PM or email on how its going. Remember, if you come to Colorado Springs area again for testing in the mountains, you should give me a call or shoot me a PM and we'll meet for lunch and maybe even a drive in what you're working on eh?

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Previous-05 CRD KJ;Current-2010 Taurus SHO Twin Turbo (450HP), 2014 Subaru Forester Turbo (stock)

Well, I've found a bad pic of the KJ CP3a on an old flashdrive stic (from my Diesel-EFI dedicated Dell P4 laptop, which I cannot now find, either), now in My Documents, but, for the life of me, I cannot remember how to copy it into the IMG function here (I've slept a little, since 2009!) - it's blurry, but the spacing of the attaching holes can be seen - the horiz dimension across the top holes is maybe 1/2" less than the dimensions to the bottom hole in the V - also, to the sharp eye, the captive half-moon type indexing key may be seen in the pictured underside of the tapered shaft

So, to those whose crops were stunted, or\and livestock gave still-birth, or a Boeing 707 fell on their KJ, all due to any previously posted misinformation: my sincere apologies..........so, sue me!!!!!!!!!! HA!

Also, will edit the CP3 post to include updated info, so that will be correct, regardless of the misinfo in the (dis)service manuals

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'05 CRD Limited
Pricol EGT, Boost
GDE Hot '11; EDGE Trail switched
SEGR; Provent; Magnaflow;
Suncoast T\C, Transgo Tow'n'Go switch;
Cummins LP module, Fleetguard filter, Filterminder
2.5" Daystar f, OME r; Ranchos; K80767's, Al's lifted uppers
Rubicons, 2.55 Goodyears
Four in a row really makes it go

We are deep into the Grand Cherokee CRD and Sprinter van at the moment. Test mules are working well and hope to have something ready for the market in a month or two. Fuel economy and a slight performance increase are the primary objectives.

Noticed you went from a vehicle getting 26mpg to a new one getting 12mpg...did you strike oil in your backyard??

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Providers of wholly developed aftermarket solutions for the KJ CRD.
(248) 977 - 9531

Very interesting...you used to say the GC CRD was so limited in production it unfortunately wouldn't be worth the investment cost to produce a tune for it. Is the GC CRD motor going to be in the newer models as well? Is the sprinter van using the same powerplant as the GC CRD?

Yes, I sacrificed paramount economy and wonderful torque for a V8 with 12-14mpg and a mere 265hp and 325tq and no turbo so it downshifts 2x as often...lol no, i did not strike oil. This jeep was actually cheaper than the CRD, I bought it $3k under book value, put $2k down on it that I made off the CRD when I sold it, and it had about $5k into it with lift, tires, bumper, etc, etc.

Basically I owe less $$$ on a larger jeep that has alot more ground clearance and off road capability (so I was ok dropping economy since payment is much lower). The KJ just didn't have the ability to go any taller. My new jeep may be like driving a oversized refrigerator in the wind when it comes to wind resistance and may have tires that KILL the economy (33's), but it'll go twice the places my KJ would which matters most to me. I want to SEE Colorado while I'm here.

Congrats on the testing and development of the new tune for the GC CRD, it will be great, I know it! Are you coming to Colorado any time soon for your testing??? I didn't catch you last time you were here and it would be cool to say hi.

- Mark

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Previous-05 CRD KJ;Current-2010 Taurus SHO Twin Turbo (450HP), 2014 Subaru Forester Turbo (stock)

That's COLD Keith. Funny as hell, but cold.

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Proud supporting vendor of LOST Jeeps
TRAVELING CRD TECH. I come to you!
Need help? Just ask! I've taken it apart more than most.
Email jeep [at] maincomputer [dot] com - BOARD MESSAGING IS BROKEN
Over 225 CRDs currently driving with my valves, timing belt, rockers, or ARP Studs.
Bad noises = REALLY bad things.

Yep, you'd think we're brothers the way we joke w/ each other.

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Previous-05 CRD KJ;Current-2010 Taurus SHO Twin Turbo (450HP), 2014 Subaru Forester Turbo (stock)

Good pics on eBay Item number: 300491704625

_________________
'05 CRD Limited
Pricol EGT, Boost
GDE Hot '11; EDGE Trail switched
SEGR; Provent; Magnaflow;
Suncoast T\C, Transgo Tow'n'Go switch;
Cummins LP module, Fleetguard filter, Filterminder
2.5" Daystar f, OME r; Ranchos; K80767's, Al's lifted uppers
Rubicons, 2.55 Goodyears
Four in a row really makes it go