To make matters yet more complicated, I drive a CA version 1985 300TD with
the trap oxidizer, deigned to reduce emissions (soot).  How does this factor
into the equation?

On Fri, Jul 15, 2011 at 11:10 PM, Peter Frederick <psf...@earthlink.net>wrote:

> The amount of fuel injected on mechanically governed engines is controlled
> by the governor (inside the IP as a rule) along with a mechanical over-ride
> to permit max fuel when the governor doesn't "think" it's needed.  On
> electronically controlled engines, it's the computer.  Diesel engines will
> NOT run reliably at low speeds or idle without a governor, it's almost
> impossible to manually control the fuel delivery well enough since it's just
> a tiny, very short duration squirt at TDC or a bit before.
>
> To get the correct fuel/air ratio under load, there must be a metering
> system that measures the air induction rate, either a flow meter or a
> pressure transducer correctly calibrated.
>
> Black smoke indicates overfueling, but it will also result from incorrect
> injection timing -- this is very evident in older US made diesels of all
> kinds due to the use of fixed injection timing set for correct timing at
> around 2000 rpm.  Very much deviation from that rpm and the timing was
> seriously off -- which means under load as the gears are changed a huge
> cloud of black smoke from too early injection (and the horrlble sound of the
> engine knocking very badly) is produced until the rpm gets up to 2000.  Mack
> and Screaming Jimmes were the worst, but they are all bad about it.  Easy to
> tell the ones with variable timing -- not only are they quiet, but no smoke.
>
> All new engines have soot traps, and so smoke isn't usually visible.
>
> Peter
>
>
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