Injection pump causing smoke???

[neepsjeeps]

I am working on a 93 6.5 turbo and its running rough and smoking like crazy, the smoke is white gray and smells like unburnt fuel, the truck has 200k on it and neither the pump or injectors have been touched since my neighbor bought it with 69k.
I thought it was bad injectors, it kinda has a slight knock at idle and really smokes like crazy when i start it, so i changed the injectors and its better at start but still smokes like crazy,
I opened the radiator cap and there is no bubbles in the radiator when running and no blow by out the dipstick tube so im guessing the head gaskets are okay??
I tried to get a compression test kit yet no one here has one that will fit a 6.5

the local stanadyne guy said that the DB2-4911 pump could make it do that it the internal timing is off, does that sound right, anybody have any ideas??? Im wondering what you guys have for ideas, am i missing something?

[gmctd]

Air filter first, then glow plugs, then possibly the HPCA advance system is stuck, possibly the fuel return line is stopped up.

Crank it up, depress the lever on the passenger-side of the IP - forces advance piston to change position, engine sound and rpm should change some

HPCA solenoid inside the IP is passenger-side, back from the FSO solenoid, small green wire coming from the HPCA switch, and going the Fast Idle solenoid.

[neepsjeeps]

Air filter first, then glow plugs, then possibly the HPCA advance system is stuck, possibly the fuel return line is stopped up.

Crank it up, depress the lever on the passenger-side of the IP - forces advance piston to change position, engine sound and rpm should change some

HPCA solenoid inside the IP is passenger-side, back from the FSO solenoid, small green wire coming from the HPCA switch, and going the Fast Idle solenoid.

i still have the area apart (the passenger liner and airbox is out, the glow plugs are new and the motor fires right up, the turbo is open right now no airbox.

how would I test the HPCA solenoid? and the return line i didnt consider, ill check that one too, thats why i like posting and getting ideas, it often gets me a different look at the problem:D

[gmctd]

Housing Pressure Cold Advance has a switch in the coolant jacket, closed, set to open at ~85deg - passes +12v to the HPCA solenoid, which closes the fuel return line, increasing housing pressure, increasing advance below 85degf - aids cold-starting.

Green wire also supplies +12v to the Fast Advance solenoid, over by the throttle lever - pull the connector off, key on, solenoid should click when you touch the connector to the spade terminal.

If not, trace the green wire back to the HPCA switch - two-wire connector has one orange wire from IGN switch, other wire is the green one

Bad injectors will cause smoke at start-up, supplying squirts instead of mist - difficult to maintain combustion

Normally, GM service is to advance DB2 IP as timing chain wears with increasing mileage, to ensure injection event occurs at max cyl temps for complete combustion - but the camshaft is still way retarded, can cause hard-start, excess smoke

All this stuff adds up - no averaging, here - every little bit makes it worse.

Starting is relative - I get upset if mine takes more than one full crank revolution to run - others consider 5-seconds of cranking to be normal - to others, any more than 30 seconds absolutely requires posting for help.

Good IP, good injectors, good glow plugs, good cranking speed, good camshaft timing - 1 revolution starting is within your grasp, with minor haze.

The Cummins runs in ~1/2 rotation