What is a good injector for the 4d56?

[floP]

Too much advance is very bad for the engine, so I wouldn't push it. If you start hearing a hard knock in the engine it is pre-detonation (too much advance) which can destroy the motor...better to have a little white smoke on a cold engine rather then pre-detonation on a hot engine.

The mean thing is that you won't necessarily notice the hard knock while setting the timing. It may occur only later when you put a lot of load on the engine, maybe on a long steep grade or high-speed-cruising on the Autobahn, especially with higher intake-temperatures which is aggravated by the lack of an intercooler. I admit that I set the timing by listening to the sound and watching the exhaust because I got better results than the "normal" procedure. I think the slight off-timing might be related to the wear inside the pump: my engine has 300.000 kms (186.000 mls?) on the clock now.

By experimenting around, I made an interesting observation: I advanced the timing far enough to make the engine suddenly stall when switched off. A sign that I went even over TDC which allowed for ignitions before the pistons reached TDC at tickover speed. Even on hot days over 30 deg Celsius and high loads I didn't notice knock or loss of power, however. Anyway, the advance set more than 5 deg CCW made me afraid of possible damages. So I backed it off about 3 degrees with no significant effects on efficiency, temperature and fumes. Et voilà, when I switch it off it turns some revolutions before it comes to its full stop. Just as it did before I messed around with the IP.

This way, the sudden stall after switching the engine off became my personal limit for advancing the injection timing.
Hth., and I wasn't trapped by a fallacy of thinking.

Greetings from Munich, Bavaria

 

[Nulla]

The mean thing is that you won't necessarily notice the hard knock while setting the timing. It may occur only later when you put a lot of load on the engine, maybe on a long steep grade or high-speed-cruising on the Autobahn, especially with higher intake-temperatures which is aggravated by the lack of an intercooler. I admit that I set the timing by listening to the sound and watching the exhaust because I got better results than the "normal" procedure. I think the slight off-timing might be related to the wear inside the pump: my engine has 300.000 kms (186.000 mls?) on the clock now.

By experimenting around, I made an interesting observation: I advanced the timing far enough to make the engine suddenly stall when switched off. A sign that I went even over TDC which allowed for ignitions before the pistons reached TDC at tickover speed. Even on hot days over 30 deg Celsius and high loads I didn't notice knock or loss of power, however. Anyway, the advance set more than 5 deg CCW made me afraid of possible damages. So I backed it off about 3 degrees with no significant effects on efficiency, temperature and fumes. Et voilà, when I switch it off it turns some revolutions before it comes to its full stop. Just as it did before I messed around with the IP.

This way, the sudden stall after switching the engine off became my personal limit for advancing the injection timing.
Hth., and I wasn't trapped by a fallacy of thinking.

Greetings from Munich, Bavaria

At this point I am leaving it the way it is for now. The smoke has gone away, a little black smoke only happen when I suddenly press on the gas pedal from idle, now smoke at high rpm. I think fine adjustments is outside my pay grade. What is normal adjustment? I think I need to find a diesel shop next summer to do the fine tuning. I am wrapping her up to get ready for the next adventure. Africa. Check out our travel @nullacruing.

Greetings from Los Angeles last year we got invited to attend the Bush Taxi gathering in Germany. We also travel with a Hj 47 Landcruiser.