Thank you for the kind words... One of the things I am going to do as part of my rebuild is to recurve the advance mechanism to take better advantage of the “even larger” Prechamber burn holes, allowing more advance to come in sooner.

Regarding your thoughts on lowering the pop pressure, I would not recommend it. I would recommend switching to 315 nozzles as they will provide better atomization at the higher speeds and delivery than the traditional nozzles because it will flow the same amount of fuel at a lower pintle height, this will help across the board but especially with high speed operation EGTs.

I also maxed out my pump timing slots... Really need to pull and re-clock the pump so you have room to move again.

You'd have to start with no glow plugs, but 5x thermocouples in the prechambers would be the ultimate EGT gauge.

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$60 OM617 Blank Exhaust Flanges
$110 OM606 Blank Exhaust Flanges
No merc at the moment

OM616 - Thanks for the tip on the 315 nozzles. Are these from the 1.9 VW PD diesel engine? I will try them as soon as I know how to get them.

From my research and what I have been told, they originally are for a Ford diesel.

Check out this thread for
315 nozzles FS: Performance Upgraded Diesel Injectors

I highly recommend his services....

NOTE: The volume of fuel that the element displaces is the limiting factor in regards to fuel that is actually injected, not the nozzle. Larger nozzles will technically increase the amount of fuel available to be injected, equal to the difference in the displaced pintle travel. That is not worded well at all but I can't think of a different way to word it. The pintle displaces fuel as it lifts, so the less the pintle has to lift, the less fuel is required to lift it, which can be instead injected.

Real benefits from larger nozzles will be seen with faster injection rates, (larger elements) and or increased delivery amounts at high speed operation. Smaller nozzles require the pintle to raise out of the orifice to flow fuel faster or larger quantities at high speed operation, and that results in a very dense stream of fuel that does not want to ignite quickly as injected, resulting in late ignition, nailing, smoke, and high EGTs.

I read up on that link. I will proceed as my finances dictate