My Only issue, is the fact that the Pumping Element as it rises, and closes the spill-port inside the IP, Must now travel even More Past this 'Correct' timing point, to raise sufficient pressure to open the Delivery Valve BEFORE you actually see any change in the level at the outlet...
The correct methoid outlined by M.B. is to remove the Delivery-Valve from the outlet fitting onto which the fuel-line attaches, and using a spill-pipe (Old injector line cut and bent to shape works brill!) accurately determine the point at which you get 1 drip Per Second on regular Diesel fuel with the crank lined up to the correct timing mark. At this point, The Plunger Inside the element is JUST closing off the spill-port of the element, but Has Not Yet risen to the point where it would deliver any pressure as would be the case using your method....
Setting by your method would therefore advance the timing by ??x?? number of degrees, in comparason to the recommended M.B method....
Personally, I'll stick to M.B. proceedures for setting something as Vital as Point Of Injection-Timing. There is Zero guess-work and No straining of eyes looking at tiny 'cups' of fluid down in the engine-bay!--Dead easy to see a dripping spill-pipe from 10 foot away, or even while under the car turning the crank that tiny last bit to confirm the setting after adjusting the I.P
!
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http://i190.photobucket.com/albums/z...0TDnoplate.jpg
Alastair AKA H.C.II South Wales, U.K. based member
W123, 1985 300TD Wagon, 256K,
-Most recent M.B. purchase, Cost-a-plenty, Gulps BioDiesel extravagantly, and I love it like an old dog.
W114, 1975 280E Custard Yellow,
-Great above decks
needs chassis welding--Really will do it this year....
