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View Poll Results: What would you spend on a diesel injection timing light?
$30 8 16.67%
$40 6 12.50%
$50 16 33.33%
$60 4 8.33%
$70 14 29.17%
Voters: 48. You may not vote on this poll

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  #16  
Old 02-25-2009, 01:46 AM
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Quote:
Originally Posted by jt20 View Post
there is little it could be (fiscally) but piezo. Testing of the crystals and required circuitry is in the works. The clandestine nature of the thread is to avoid this type of nit-picking before I offer anything. I will not offer anything unless I, and other respectable members of the forum find the results worthy.
The shear altitude of 'discussion' that occurs about the various timing methods is evidence enough that a 'dumby-proof' solution would be well-received (considering the price of current units).
Please see my previous response to Diesel911.
My apologies, nit-picking not intended. This just happens to be my profession,
that is to say, manufacturing measurement instruments that integrate physical dynamics into digital and analog systems. So I have a large personal curiosity.

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  #17  
Old 02-25-2009, 02:00 AM
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your insight is sorely needed. Please nit-pick away. If you have any relevant sources of information.. please post them for all.

thank you.
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  #18  
Old 03-21-2009, 08:02 PM
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Thank you Wgilmore for your educated insights and recommendations.

~~

I have found the IP timing gear to provide a maximum of 6.5* to 7.0* of timing advance - can anyone challenge or confirm this?

The last piece of information needed is 'k' for the springs in the timing gear. Does anyone know of an accurate way to determine spring rates without special tools?
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Last edited by jt20; 03-21-2009 at 10:34 PM.
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  #19  
Old 04-24-2009, 02:12 PM
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Any update?

Any update?
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  #20  
Old 04-24-2009, 02:29 PM
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I have mapped out the workings of the P timer w the exception of the springs - there is too much variance (due to wear??) to take good measurements of the intended spring rate.

Also, the most inhibiting factor of this escapade is that the force required to turn the IP is very elusive and varies. (note to veggie people: higher viscosity fuel reduces the IP timer's ability to advance properly)

SO I have decided to 'dumb-down' my original ideas and make a simple adapter for gas engine timing lights that will clamp onto the #1 injection line.

I have a working test model, but I have yet to verify its legitimacy.
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  #21  
Old 04-24-2009, 02:36 PM
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ps - would you mind testing a few of them once I am more certain of their design?
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  #22  
Old 04-24-2009, 03:09 PM
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Answer

Quote:
Originally Posted by jt20 View Post
I have mapped out the workings of the P timer w the exception of the springs - there is too much variance (due to wear??) to take good measurements of the intended spring rate.

Also, the most inhibiting factor of this escapade is that the force required to turn the IP is very elusive and varies. (note to veggie people: higher viscosity fuel reduces the IP timer's ability to advance properly)

SO I have decided to 'dumb-down' my original ideas and make a simple adapter for gas engine timing lights that will clamp onto the #1 injection line.

I have a working test model, but I have yet to verify its legitimacy.
"mplafleur" has the factory timing light, and is willing to validate yours.
He is an automotive electrical engineer.
Send him a PM for further data.
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  #23  
Old 04-24-2009, 03:11 PM
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Originally Posted by jt20 View Post
ps - would you mind testing a few of them once I am more certain of their design?
Yes, that would be fun.
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  #24  
Old 04-24-2009, 04:05 PM
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Quote:
Originally Posted by whunter View Post
Yes, that would be fun.
O! O! O! Pick ME! Pick ME!

I'll gladly volunteer to test the device too. What's more, if it is flexible enough to work on another engine (with 1/4" dia. injection lines) then I can not only test it, but I can compare the results with results obtained using a luminocity probe-based tming meter (Rotunda) as a validation...
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  #25  
Old 01-23-2010, 09:41 PM
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sorry this has taken so long. Hit a couple snags as I am terrible with electronics. One quasi-working sensor only activated one of my engine timing lights.

More importantly, I have mostly finished mapping the IP timing device. There is critical information missing that I cannot solve without testing. I need to the torque required to turn the IP camshaft during operational speeds.

If anyone offers considerable help during this process, you will get a free timing adapter and copies of the work I have done.
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  #26  
Old 01-23-2010, 10:11 PM
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Originally Posted by rcounts View Post
I'd pay 50 bucks in a heartbeat. Maybe a little more if it comes with good instructions and is easy to use...

I haven't tried the drip method for 3 reasons

1) I don't have the drip tube - though I could easily make one if I wanted to cut up and otherwise perfectly good injector line.
2) My hand pump on my IP leaks like a sieve. The pump itself doesn't leak, but if you try to hand pump it fuel just pours out.
3) As I understand it you have to remove parts from the #1 IP port, and I'm not that comfortable taking parts off the IP without some guidance - as in someone who knows more about them than I do right there working with me (just for the first time).

Count me in!
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  #27  
Old 01-23-2010, 10:37 PM
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How can I help?

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1984 300 Coupe TurboDiesel
Silver blue paint over navy blue interior
2nd owner & 2nd engine in an otherwise
99% original unmolested car
~210k miles on the clock

1986 Ford F250 4x4 Supercab
Charcoal & blue two tone paint over burgundy interior
Banks turbo, DRW, ZF-5 & SMF conversion
152k on the clock - actual mileage unknown
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