14BT Injection Pump Timing Video

[Owyhee Jackass]

I don't know if it's been off. Now that I've done it, I might be able to get to it without pulling so much apart, but it's not too bad to have the battery and PS reservoir out of the way. Coolant heater hoses had to move for sure, that's something that I installed.

I set it at 1.2, way more pull! I just did a quick spin up onto the freeway and back to my house, maybe 3 miles. But I can tell a difference, woke it up a bit. Couldn't really tell how smoky it was, too dark out.

It's idling way too high now (900 rpm). Need to figure out how to adjust that back down. Throttle cable doesn't seem to have any more slack to give.

 

[crave reFleXion]

I don't know if it's been off. Now that I've done it, I might be able to get to it without pulling so much apart, but it's not too bad to have the battery and PS reservoir out of the way. Coolant heater hoses had to move for sure, that's something that I installed.

I set it at 1.2, way more pull! I just did a quick spin up onto the freeway and back to my house, maybe 3 miles. But I can tell a difference, woke it up a bit. Couldn't really tell how smoky it was, too dark out.

It's idling way too high now (900 rpm). Need to figure out how to adjust that back down. Throttle cable doesn't seem to have any more slack to give.

Yeah, you usually have to adjust the idle screw... 900 is a bit high - I set mine at about 800, but I don't have a power steering or aircon idle up anymore on the pump, so setting it a bit higher helps. If you don't have any slack in the cable, follow it's path and look for an opportunity to shorten the distance it takes to get to the top of the pump. Just make sure that it is securely attached if you change the attachment points.

 

[Eurasiaoverland]

Kit, thanks for posting this video. I'm reviving this thread in the hope of getting a plunger stroke spec.

I have a 15B-T (not a 15B-FT), very similar to a 14B-T. There is no literature on the 15B-T engine that I have been able to locate, and I don't think there is much on the 14B-T, apart from the Yamaha M372 service manual, which I also don't have. What I do have is the Toyota 3B, 14B, 15B-F, 15B-FT manual.

Did you get a plunger stroke spec from the Yamaha manual? I think you mention 'about 1.20 mm' in your video - is that a factory spec, or something you were aiming for?

I measured my plunger stroke today - 0.94 mm at TDC. The timing case matchmarks are pretty much perfect and I am pretty certain this ex military engine has never been messed with. My measurement is identical to Dan's measurement from his 14B-T. It's also pretty much in line with the 15B-FT spec of 0.87 - 0.93 mm.

I'm planning to keep this engine on stock settings, so interested in case you have a different spec for the 14B-T.

Cheers

EO

 

[crave reFleXion]

Kit, thanks for posting this video. I'm reviving this thread in the hope of getting a plunger stroke spec.

I have a 15B-T (not a 15B-FT), very similar to a 14B-T. There is no literature on the 15B-T engine that I have been able to locate, and I don't think there is much on the 14B-T, apart from the Yamaha M372 service manual, which I also don't have. What I do have is the Toyota 3B, 14B, 15B-F, 15B-FT manual.

Did you get a plunger stroke spec from the Yamaha manual? I think you mention 'about 1.20 mm' in your video - is that a factory spec, or something you were aiming for?

I measured my plunger stroke today - 0.94 mm at TDC. The timing case matchmarks are pretty much perfect and I am pretty certain this ex military engine has never been messed with. My measurement is identical to Dan's measurement from his 14B-T. It's also pretty much in line with the 15B-FT spec of 0.87 - 0.93 mm.

I'm planning to keep this engine on stock settings, so interested in case you have a different spec for the 14B-T.

Cheers

EO

G'day EO, The 14B timing specs are 1.31-1.37, but I've currently got my pump slightly retarded at about 1.2 from memory (as you mentioned above). I've had it as far back as .75 or so, but it was way to retarded at that timing. It's interesting that there is such a big difference in the timing between the 15B and 14B engines considering that are a lot of similarities. I think that the 15BT is actually slightly further retarded than the FTs (0.67-0.73mm @ TDC) - this is based on a timing sheet I saw ages ago from Denco Diesel, and because this goes in line with other T vs FT Toyota engines. For example, the 1HDT is slightly more retarded that a 1HDFT:

1HDT: 1.29 -1.35mm @ TDC
1HDFT: 1.37-1.43mm @ TDC

In all honesty, slight variances in the timing aren't going to do any damage. When I origianlly got Frank, the timing was set extremely advanced (1.6 from memory?) and it was still fine. A lot of it comes down to the age/condition of the engine and any modifications that have been made. I have a dynamic timing advance spacer, which gives me plenty of more fuel delivery up high, so I slightly retard my pump to get better spool up and lower peak cylinder pressures. Don't stress too much about it - also, if you don't get the engine exactly on TDC, like I'm talking EXACTLY, it will put your measurement out as well....

Kit

 

[Eurasiaoverland]

G'day EO, The 14B timing specs are 1.31-1.37, but I've currently got my pump slightly retarded at about 1.2 from memory (as you mentioned above). I've had it as far back as .75 or so, but it was way to retarded at that timing. It's interesting that there is such a big difference in the timing between the 15B and 14B engines considering that are a lot of similarities. I think that the 15BT is actually slightly further retarded than the FTs (0.67-0.73mm @ TDC) - this is based on a timing sheet I saw ages ago from Denco Diesel, and because this goes in line with other T vs FT Toyota engines. For example, the 1HDT is slightly more retarded that a 1HDFT:

1HDT: 1.29 -1.35mm @ TDC
1HDFT: 1.37-1.43mm @ TDC

In all honesty, slight variances in the timing aren't going to do any damage. When I origianlly got Frank, the timing was set extremely advanced (1.6 from memory?) and it was still fine. A lot of it comes down to the age/condition of the engine and any modifications that have been made. I have a dynamic timing advance spacer, which gives me plenty of more fuel delivery up high, so I slightly retard my pump to get better spool up and lower peak cylinder pressures. Don't stress too much about it - also, if you don't get the engine exactly on TDC, like I'm talking EXACTLY, it will put your measurement out as well....

Kit

Thanks for the detailed reply Kit, interesting comparison on the 1HD engines.

Here is what I have from the Toyota FSM:

You quote the same 14B numbers, but I think the 14B-T would likely be different. Both Dan and I measure 0.94 mm, which makes me think this is about correct, and in-line with the 15B-FT. But I fail to see an obvious pattern in the numbers (these are all with ACSD deactivated) - the difference between the NA 15B-F and the NA 14B is puzzling.

I'd be very interested if you find specs for a 15B-T. 99% of the time people mean a 15B-FT when they state '15B-T' but in injection pump databases there are references to the unique 15B-T injection pump (22100-5C080) and unique 15B-T injector nozzles, so there may be bona fide 15B-T specs out there. Does the Yamaha M372 FSM have a plunger stroke spec? It would be interesting to see, but I'd guess a marine diesel might be setup differently, more suited to wide-open running with no care about emissions....

I know what you mean about sensitivity to exact alignment of the notches, happily I have the engine out in a stand so alignment is not an issue. I plan on part stripping and resealing the engine (it's a 1995 example with I suspect very low kms, so just want to prevent any leaks in the near future) and want everything to go back exactly as it came from the vehicle.

Thanks!

EO

 

[crave reFleXion]

I've got you now... So you've got a bit of a unicorn there... I am of the impression that they are BASICALLY a modified 14BT. They typically have 14B on the block and look like a 14BT externally, but I think that they were bored out for a larger piston (maybe from the 15BFTs?). In terms of which timing you got with, I'm guessing trial and error? You'll know if it's too retarded because it will have white smoke on start up. I've seen a couple of posts over the years of them, but not of someone opening one up.

 

[Eurasiaoverland]

I've got you now... So you've got a bit of a unicorn there... I am of the impression that they are BASICALLY a modified 14BT. They typically have 14B on the block and look like a 14BT externally, but I think that they were bored out for a larger piston (maybe from the 15BFTs?). In terms of which timing you got with, I'm guessing trial and error? You'll know if it's too retarded because it will have white smoke on start up. I've seen a couple of posts over the years of them, but not of someone opening one up.

Pretty much. Externally you have to look very hard to spot that it's not a 14B-T. It has the same high-mount CT26 turbo, same intake and exhaust manifolds, same valve cover. The most obvious difference is probably the crossover pipe which is just a plain welded pipe (with an integrated PCV pipe and turbo coolant pipe). The 15B-T has a 3BII/14B block, but both '3B' and '14B' are machined off, with '15B' just stamped in. They are definitely bored out and I assume they are the same 4104 cc as the 15B-F*, but I'm not going to open it to measure. The oil nozzle ports in the block are not machined, and I assume it has the same internal oil nozzles as the regular 15B engines. I'll find out when I take the sump pan off in the next few weeks. It was the perfect engine for my build, as I wanted something which look visually the same as the 3BII which came in my BJ60, and also didn't really want the small CT12B or 16 valves of the 15B-FT. The major snag is no available head gasket (the 15B-F* has a different coolant port pattern and slightly less piston protrusion).

If we don't have a firm spec for a 14B-T, I'll keep the plunger stroke exactly where it is now and start fiddling if I'm not happy with timing.