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

[Mblizzard]

Not sure this is helpful but attached is the curve for the stock dizzy. Note that everything is show as 1/2 of the value.



This corresponds to the 123 chart of showing a max of 22 degrees advance for the 914 dizzy.

I struggled with this 22 vs 27 degrees but it makes sense as at idle your timing would have to be a certain number of degrees BTDC so the re is no need for 27 degrees of advance in the dizzy.

I would suspect that at times you are running leaner that you would like and the high octane worked with your build to keep it from pinging.

If your MPS is adjustable, I would try making it richer by loosening the inner screw alone. While this will make both the Part-Load Mixture Full-Load Mixture richer, it may have an impact on the pinging at standard advance settings. Of course, the only way to tell if it is lean is by having a AFR.

For my 2056 I found the D-jet required a good deal of change to make it run richer to get optimal performance.