How do you set timing on a ld28 motor?

Answer 1

If you are referring to the IP _belt_ timing, see the answer to this question: http://wiki.answers.com/Q/What_is_the_belt_timing_for_LD28 If you are referring to timing the IP pump so that it delivers the fuel injections at the correct time in the combustion cycle, then the 1982 Nissan Maxima Factory Service Manual (FSM), page MA-26, has a rather involved sequence of steps that need to be performed to accurately time the IP. This is for the automotive version of the LD28, as sold in the US from 1981-83 in the Datsun/Nissan 810/910/Maxima Sedans and Wagons. The procedure to time the LD28's IP in marine and Industrial applications have different requirements and special tools than do the automotive LD28s. Summarizing: Drain coolant; Remove Cold Start Device (CSD) coolant hoses; Remove Power Steering pump and set it aside, leave hoses attached; Set cylinder No. 1 to TDC on compression stroke (method outlined in manual); Disconnect and remove ALL SIX injection lines from IP to injectors -- special tool required in the cars to remove the IP line nuts from the IP, as access is very tight; Disconnect/immobilize CSD arm so that it does not actuate -- very important! And don't ever remove the CSD's cable setscrew to do this, use method in the FSM; From here on, timing the IP is similar to timing most other VE-style distributor-type IPs: Remove 12mm hex plug from rear side of IP; Install dial indicator with special short adapter -- no, the VW adapter won't work, it's too long. This special adapter doesn't exist from Nissan anymore, though one may be available from Australia. The VW adapter may be cut up and utilized, instructions in link under this answer; Loosen the four IP mounting nuts (three to the timing cover, one to bracket under IP, ahead of motor mount); Back off crankshaft 20° (turn in direction opposite running), zero dial indicator; Turn crankshaft two turns in normal direction, re-check zeroing of dial indicator; Bring crankshaft to TDC, check dial indicator for correct plunger lift. Correct plunger lift is different for AT vs. MT, and for California vs. other states in the US. For 1982, there are four different specs. I do not recommend attempting this without at the least the FSM -- they are available on eBay "all the time" and in the used automotive booksellers at any time. This is a complex procedure and diesel engines are not able to be timed "by ear" like an older gasoline-powered engine. A difference of two degrees crankshaft is a large difference for a diesel. Emissions, visible smoke, and Exhaust Gas Temperature (EGT) are all affected by IP timing. A different method of timing the IP is to utilize a strobe adapter: use a tool which has a piezoelectric transducer pickup that clamps to the No. 1 injection line (remove factory line clamp first). It senses the injection pulse and outputs an electric pulse which a standard automotive timing light then can use to fire its strobe. The strobe can be pointed at the factory TDC alignment mark (under plastic plug near the starter). A timing light or timing adapter that can do digital advance/delay is required, as there is ONLY a TDC mark. One problem with using the strobe method: there is no reference available for the _correct_ advance value, using this method. Experimentally, 8° BTDC @ 800 RPM is a common value seen on older LD28s, but whether this is correct or not is a subject of continuing debate -- IPs do wear and the VE-style IP's internal advance mechanism is known to be fragile and unreliable after a number of miles/years. Until an LD28 with a newly-rebuilt or NOS IP is installed & timed using the FSM method (dial indicator), and a strobe reading is taken as a baseline, all strobe values are suspect and subjective. Examples of fairly common diesel strobe adapters are: Kent-Moore Tach-n-Time J-33300 Snap-On MT257(A) Ferret 765