Bosch VP20: Questions & Answers

Dear members, greetings.

I haven't really had much to do with diesel engines before, but I'm not completely unfamiliar with them either. So far, I've been able to accomplish everything I need with my VCDS, and frankly, I'm just not a "diesel person."
"I recently received a diesel car as a gift. It's really only good for scrap at this point, but it still has a few months of technical inspection (TÜV) remaining, and it has a fully mechanical injection pump and a swirl chamber injection system. This sparked my interest, and since this type of vehicle is rare on the market, I want to use the remaining TÜV period. If something breaks, it's not a big deal in the long run, but it's definitely not the goal."

Specifically, this concerns the following vehicle.

Peugeot 106.
2001.
EUR 3.
Bosch VP20
MKB: VJX
1527ccm
57 horsepower.

I am fueling the vehicle with alternative fuels that are more viscous, have a low cetane number, and a high flash point.
"Of course, this initially resulted in blue smoke. So, I used the adjustment screws on the pump to simply advance the injection timing. I marked the original position, but I'm satisfied with the result. It still knocks like it used to on diesel, and the blue smoke is almost completely gone. In my opinion, a higher opening pressure would be needed for a better result, but that's an effort I don't want to put into this car, as it would ultimately be a waste of time and effort. After all, I want to keep it within reasonable limits."
Now the car doesn't produce any smoke at all, not even when idling. Even when you rev the engine to the redline under no load, like during a smog test, you can't see anything visually.
So, I thought, maybe I could adjust the quantity setting.
Now, the car has an immobilizer, and a quick search in a UK forum revealed that this screw is located under the immobilizer module, which is secured with tamper-proof screws. Frankly, I don't want to go through the effort of dealing with that.
Now, the pump will certainly also have a height adjustment, and we should definitely be able to optimize that in the other direction as well. The gas regulator is already fully tightened, which can easily be reversed, but it hasn't made any difference at all.
It should simply offer a slightly higher flow rate while remaining within reasonable limits regarding increased particulate matter. Even a "improvement" to the level of a Euro 4 TDI without a DPF would already be a significant step forward.