Easy as 1 2 3, Got it yesterday, pushed all projects aside! Options

[mgphoto]

Got the 123Ignition yesterday, I pushed all of my projects back!
"Sorry granny I'll get to those bearings on your heart/lung machine soon, I promise."
Blocked out 3 hours for the removal and install.
Added about an hour to charge the battery.
Installed as expected, there is a spacer that is necessary for type 4, just slides over the dizzy shaft.
I decided to route the wires and vacuum away from the fan so access to the vacuum nipple was easier, since the vacuum can is gone there's a lot more space.
Followed the instructions but made the mistake of using the TDC 0* instead of the 27* as the basic timing point. I just walked the dizzy CCW until she started!
Didn't do anything other than matched my timing with my idle, I let her run till she settled down.
Just around the block once, ha ha the trailer hitching is GONE!
Responsive throttle, man!
Setting up a tuning session, nice 150 mile run up the California coast with the AFR meter.
Mike

[pete000]

If the car did not ping with the stock distributor I would suspect the 123 unit is programmed more aggressively or just too much timing along of the curve.

Have you verified the advance with a timing light? A programmable timing light with RPM read out can help you determine where your at now through out the rpm range. The high octane will compensate for too much advance but at a high cost and inconvenience.

VP Racing Fuels on Western Ave and PCH sells race gas in any configuration you would want.

Have you verified fuel pressure? checking AFR would also be a good idea as you might be too lean which could lead to ping.

I am curious as was there ping before the 123 unit?

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[mgphoto]

If the car did not ping with the stock distributor I would suspect the 123 unit is programmed more aggressively or just too much timing along of the curve.

Have you verified the advance with a timing light? A programmable timing light with RPM read out can help you determine where your at now through out the rpm range. The high octane will compensate for too much advance but at a high cost and inconvenience.

VP Racing Fuels on Western Ave and PCH sells race gas in any configuration you would want.

Have you verified fuel pressure? checking AFR would also be a good idea as you might be too lean which could lead to ping.

I am curious as was there ping before the 123 unit?

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Hey Pete,
the lid is coming along nicely, I just need some more sunny days.

The programmable timing light should be a good test, but that would be a six hand operation on a 914! I need to get enough friends together at one time to try it.

Fuel pressure is verified, but on the list of things to check again like compression.

Ping seemed to be and issue whenever the seasons changed. I would reduce the timing and feel the loss of power, until I switched the vacuum can to an adjustable one. I would loosen the lock nut and turn the adjustment screw in or out, increasing or decreasing the advance as needed.

What I am looking for in the 123 is a curve that might activate slightly later on the rpm scale or fewer degrees of advance, I believe the '74 D-Jet is 22* advance at 3000 rpm. This is where the TUNE + would be a great tool, if I could limit the max advance to 19* while keeping mid range at max advance.