After driving some more I have the 3B tuned correctly, no more black smoke and honestly is a bit faster than when it was running super-rich. Took it on many test drives in the past 2 days just trying to get a feel while naturally aspirated. It's pretty bad on hills, and these aren't even hills, just bridges in my area. Biggest issue with the troopy and inclines is the length of them, if its a relatively short incline I can use my momentum to get over but as soon as that momentum is gone it's a slow struggle, even more so without a turbo. Also not to mention my EGT's!!! I'm sitting right at
1150f at 60mph, crazy high compared to what I was used to with a turbo, feels
illegal to me almost haha. Just have to remember that's what this engine has run at for the past 390,000kms at that speed and it's made it this far. I have a feeling the EGTs would be way hotter at higher altitudes on steep inclines. I had 8 people in it today aswell, probably roughly weighed around as much as it will on the trip with people plus gear... took quite a bit of the acceleration away even more so, went over one sight incline and it wasn't impressive to say the least
I'm no expert either, but what
@LDowney said above is exactly what the Mechanics of Materials classes I've taken would suggest. I would also add for more specific context, a 3B has a 20:1 compression ratio, a 13B-T is 17.6:1. If you put 15psi boost through your 3B at sea level you are effectively doubling the absolute pressure of air and therefore the mass of air you are putting into the engine. This air must then be compressed further in a 3B than a 13B-T, significantly raising the cylinder pressures and increasing the stresses on the engine internals. This is why most factory turbo engines run lower compression than their NA counterparts, and in addition tend to have larger gudgeon pins, connecting rod and crankshaft bearings, beefier crankshafts and thicker piston crowns.
Doubling the air mass in the engine won't necessarily double the cylinder pressure due to compression and pumping losses, but it will still be a significant increase in the stress the bottom end will see, even without considering the added horsepower the engine will then be making. The math is fairly complicated, but these increased stresses will have a significant impact on the fatigue lifespan of multiple components in the engine, with the crankshaft and crank bearing caps taking the brunt of it. All that said, I think a very mild turbo install (probably less than 10psi) with an aim to counteract power loss at altitude is probably a good idea.
Life in the slow lane is still feasible, even on US interstate highways. These people from Austria stayed at my brother's place for a couple of weeks while repairing some damage from a run-in with a logging truck on a forest service road. They traveled from Montana to the East Coast on the interstate with a tired, ~130hp NA diesel powering their truck. Top speed was around 50-55mph.
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Thank you for explaining everything in depth, makes a lot more sense now that I can take a look back and absorb everything that I wasn't thinking about right away with it. I will be using ALOTTT less boost, 8-10psi max, maybe even less. I'll be adjusting on the road as I take on different hills I assume and see what works best at the lowest max psi.
That's an awesome truck, love those old Mercedes diesels almost as much as the Toyota ones.
You had a major cross-country adventure in the Troopy last year. Is there another source of transportation for adventure in 2022 that does not include the Troopy? If so, would the requirements for additional power remain unchanged?
There isn't really, for the amount of people that are going on the trip it fits the troopy perfectly, the troopy is an amazing road trip vehicle size-wise and everything else, just the engine limits it extremely, and No A/C sucks aswell. No one in my friend group has a car big enough or reliable enough to take its place. The requirements would still be the same, since this will be my daily up at app state I think I'll need a turbo to drive around up there aswell. Once I get back from the trip I think I'll try to take the turbo off and drive it at App State while NA to see how it does, I would much prefer no turbo.
I’m with Felde. I think some tuning is in order.
When that engine was in the silver Troopy, it made very little black smoke, even at WOT.
You couldn’t see any smoke in the rear view mirror; unless it was night and there were car headlights close behind.
Did you use your injection pump or the one that came on the engine?
Correct, needed a bit of it. I didn't swap injection pumps as I didn't want to accidentally open up a can of worms trying to do so. Just keep the engine how it was mechanically as when I took it out of your troopy. I wonder what changed to make the engine run different? I hadn't changed/messed with anything on it from the time I took it out to when I put it in my vehicle, odd...
When you are out here in utah I have a ct26 turbo you can have. It needs a rebuild but it is OEM.
Thank you!! Really appreciate the offer but as FJ Ben said it probably wouldn't be the best match compared to my current turbo. Regardless, cant wait to meet up with you while I'm out there.
As usual, thank you to everyone who is offering their advice and opinions on my current dilemma it helps me see all sides of the puzzle
Add in bigger tires stealing more power, yeah not surprised at ALL she is slow lol. 
