The trap-ox was though never on the inclined-injection engines, but both timing specs were. Also, the glow-plug was shortened to help improve mixing in the prechamber at the same time.

It stands to reason that several things would change to improve emissions, max. RPM is one of them as a diesel's emissions get worse as RPMs increase, a simple factor of not being able to speed up the flame front plus the port-effect of the injection pulse getting to the nozzle.

Also, the timing device is mentioned. Unless I read it incorrectly, I believe that the advance curve of the timing device ends around 2200rpm, or at least below 3000rpm meaning that max. advance would be reached long before the max. RPM of the engine, and due to mechanical/accoustic/hydraulic/combustion constants would actually be more retarded at higher RPMs.

I'm not sure whether you're saying that these statements are directly from a book somewhere, or derived from data in some books, but am very interested to learn more about the source(s).

There are certainly documentable contributing factors to the rod bending, but many/most of these factors also were present in the 602.96 and 603.96 engines which did not tend to bend rods, ... we're missing the trail to why these factors didn't affect the many .96 engines but did the .97s.

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Gone to the dark side

- Jeff