123 Distributor Group Buy, Discount to May 6, 2023 Options

[gonzo54]

I talked to Ed Madak at 123 Ignition USA today and he has provided us with a discount code good for 914 World Members as follows:

"Hi Rick
CODE: 914World23
Thanks for the business. Here is your coupon code it is case sensitive. Effective immediately at 5%. I will keep an eye on the progress for you. When we reach 10 the discount will be 10% and anyone who has placed an order will be refunded the difference.
They will just need to enter the code at checkout to receive the discount. The expiration date is May 6th 2023"

Ed was very helpful directing me the the 123 distributor that will work best on my car.

Website for ordering: 123ignitionusa
Ed Madak 440 668-8164

I almost forgot to add that this discount code is good for any make and model car you have.

Update 4/28/23 - 10 members have purchased a 123 distributor - the 10% discount code will apply to everyone!

[NJ914]

Ed,

Appreciate your inputs on this Chart. The bottom of the chart is cut off and states:

"All but the first two and the last single entry were taken from tables in the factory manual. The others were taken from graphs in the factory manual. The advance curves on the graphs for those first two distributors start at 5 degrees, and increase by 11-15 degrees. Likewise the retard curves start at +5 degrees (advanced) and decrease by 8-10 degrees. However, the last [2.0] graph starts both the advance and retard curves from zero degrees.

So a note about "Total advance or retard is relative to the timing with no vacuum" or something to that effect is probably in order."

This is where I found it:
http://web.archive.org/web/20030202024600/...ww.dgi.net/914/

Would really like your inputs on the programming of my 039 905 205B (which I'm guessing is the last row for the 2.0 noted unlabeled. (It is almost the same as the 205A above it anyway.)

Based on the 123 dist instructions, these points need to be doubled (assuming the chart is based on distributor rpm and not crankshaft).

Centrifugal:
0 deg @ 900rpm becomes 0 deg @ 1800rpm
9 deg @ 1500rpm becomes 18 deg @ 3000rpm
15 deg @ 2000rpm becomes 30 deg @ 4000rpm
22 deg @ 2800rpm becomes 44 deg @ 5600rpm

Vacuum:
0 deg @ 108mmHg becomes 0 deg @ 15kPa and finally 0 deg @ (100-15) 85kPa
7 deg @ 125mmHg becomes 14 deg @ 17kPa and finally 14 deg @ (100-17) 83kPa

Does this sound right to you?
Would really appreciate your inputs...
---
WARNING: Too many @ tags!
---

[123ignitionusa]

Ed,

Appreciate your inputs on this Chart. The bottom of the chart is cut off and states:

"All but the first two and the last single entry were taken from tables in the factory manual. The others were taken from graphs in the factory manual. The advance curves on the graphs for those first two distributors start at 5 degrees, and increase by 11-15 degrees. Likewise the retard curves start at +5 degrees (advanced) and decrease by 8-10 degrees. However, the last [2.0] graph starts both the advance and retard curves from zero degrees.

So a note about "Total advance or retard is relative to the timing with no vacuum" or something to that effect is probably in order."

This is where I found it:
http://web.archive.org/web/20030202024600/...ww.dgi.net/914/

Would really like your inputs on the programming of my 039 905 205B (which I'm guessing is the last row for the 2.0 noted unlabeled. (It is almost the same as the 205A above it anyway.)

Based on the 123 dist instructions, these points need to be doubled (assuming the chart is based on distributor rpm and not crankshaft).

Centrifugal:
0 deg @ 900rpm becomes 0 deg @ 1800rpm
9 deg @ 1500rpm becomes 18 deg @ 3000rpm
15 deg @ 2000rpm becomes 30 deg @ 4000rpm
22 deg @ 2800rpm becomes 44 deg @ 5600rpm

Vacuum:
0 deg @ 108mmHg becomes 0 deg @ 15kPa and finally 0 deg @ (100-15) 85kPa
7 deg @ 125mmHg becomes 14 deg @ 17kPa and finally 14 deg @ (100-17) 83kPa

Does this sound right to you?
Would really appreciate your inputs...
---
WARNING: Too many @ tags!
---

I might be concerned about the all in number of 44 degrees. But only because I know nothing about your cars and what they should be running all in and at how many rpm.
So first thing to do is confirm whether the chart is crankshaft or distributor degrees.

In my opinion, (which doesn't mean much) normally some timing is needed at start up.
In the British car world the starting sweetspot is usually somewhere between 12 and 17 degrees.

Your manual should tell you if they are referring to distributor degrees or crankshaft degrees. We always refer to crankcase degrees which are double the distributor degrees.
As for the Vacuum I would not use vacuum retard only vacuum advance. Normally the map curve in the app is good and adds 10 degrees when the inches of mercury call for it. You could make that value whatever you like.

[Gatornapper]

Ed -

Did I get the right dizzy? Weber's now, D-Jet in fall? What about vacuum? Forgot to ask you about that..

GN

aka Richard Hanes

Ed,

Appreciate your inputs on this Chart. The bottom of the chart is cut off and states:

"All but the first two and the last single entry were taken from tables in the factory manual. The others were taken from graphs in the factory manual. The advance curves on the graphs for those first two distributors start at 5 degrees, and increase by 11-15 degrees. Likewise the retard curves start at +5 degrees (advanced) and decrease by 8-10 degrees. However, the last [2.0] graph starts both the advance and retard curves from zero degrees.

So a note about "Total advance or retard is relative to the timing with no vacuum" or something to that effect is probably in order."

This is where I found it:
http://web.archive.org/web/20030202024600/...ww.dgi.net/914/

Would really like your inputs on the programming of my 039 905 205B (which I'm guessing is the last row for the 2.0 noted unlabeled. (It is almost the same as the 205A above it anyway.)

Based on the 123 dist instructions, these points need to be doubled (assuming the chart is based on distributor rpm and not crankshaft).

Centrifugal:
0 deg @ 900rpm becomes 0 deg @ 1800rpm
9 deg @ 1500rpm becomes 18 deg @ 3000rpm
15 deg @ 2000rpm becomes 30 deg @ 4000rpm
22 deg @ 2800rpm becomes 44 deg @ 5600rpm

Vacuum:
0 deg @ 108mmHg becomes 0 deg @ 15kPa and finally 0 deg @ (100-15) 85kPa
7 deg @ 125mmHg becomes 14 deg @ 17kPa and finally 14 deg @ (100-17) 83kPa

Does this sound right to you?
Would really appreciate your inputs...
---
WARNING: Too many @ tags!
---

I might be concerned about the all in number of 44 degrees. But only because I know nothing about your cars and what they should be running all in and at how many rpm.
So first thing to do is confirm whether the chart is crankshaft or distributor degrees.

In my opinion, (which doesn't mean much) normally some timing is needed at start up.
In the British car world the starting sweetspot is usually somewhere between 12 and 17 degrees.

Your manual should tell you if they are referring to distributor degrees or crankshaft degrees. We always refer to crankcase degrees which are double the distributor degrees.
As for the Vacuum I would not use vacuum retard only vacuum advance. Normally the map curve in the app is good and adds 10 degrees when the inches of mercury call for it. You could make that value whatever you like.

[123ignitionusa]

Hi Richard
My records show you should have the TUNE+ 4-R-V-IE. It may say injection under the product name on the bottom right of the package or to be sure all D-jet distributors have two small wires yellow and white. Those are the trigger wires. Let me know if I mis shipped to you. The D-jet can run a standard carburetted car with out issue, but a non D-Jet will not run an injection car that is running the D-Jetronic injection. As for vacuum all the TUNE+ models come with vacuum as an option. I would recommend if you are going to use it, to use the map curve that comes with the distributor. It adds 10 degrees of vacuum advance on top of the centrifugal curve when the inches of mercury call for it. Many choose to run only the centrifugal curve and that is ok. The map/vacuum curve will only work if a vacuum line is connected to create a signal. It is your choice!

Ed -

Did I get the right dizzy? Weber's now, D-Jet in fall? What about vacuum? Forgot to ask you about that..

GN

aka Richard Hanes

Ed,

Appreciate your inputs on this Chart. The bottom of the chart is cut off and states:

"All but the first two and the last single entry were taken from tables in the factory manual. The others were taken from graphs in the factory manual. The advance curves on the graphs for those first two distributors start at 5 degrees, and increase by 11-15 degrees. Likewise the retard curves start at +5 degrees (advanced) and decrease by 8-10 degrees. However, the last [2.0] graph starts both the advance and retard curves from zero degrees.

So a note about "Total advance or retard is relative to the timing with no vacuum" or something to that effect is probably in order."

This is where I found it:
http://web.archive.org/web/20030202024600/...ww.dgi.net/914/

Would really like your inputs on the programming of my 039 905 205B (which I'm guessing is the last row for the 2.0 noted unlabeled. (It is almost the same as the 205A above it anyway.)

Based on the 123 dist instructions, these points need to be doubled (assuming the chart is based on distributor rpm and not crankshaft).

Centrifugal:
0 deg @ 900rpm becomes 0 deg @ 1800rpm
9 deg @ 1500rpm becomes 18 deg @ 3000rpm
15 deg @ 2000rpm becomes 30 deg @ 4000rpm
22 deg @ 2800rpm becomes 44 deg @ 5600rpm

Vacuum:
0 deg @ 108mmHg becomes 0 deg @ 15kPa and finally 0 deg @ (100-15) 85kPa
7 deg @ 125mmHg becomes 14 deg @ 17kPa and finally 14 deg @ (100-17) 83kPa

Does this sound right to you?
Would really appreciate your inputs...
---
WARNING: Too many @ tags!
---

I might be concerned about the all in number of 44 degrees. But only because I know nothing about your cars and what they should be running all in and at how many rpm.
So first thing to do is confirm whether the chart is crankshaft or distributor degrees.

In my opinion, (which doesn't mean much) normally some timing is needed at start up.
In the British car world the starting sweetspot is usually somewhere between 12 and 17 degrees.

Your manual should tell you if they are referring to distributor degrees or crankshaft degrees. We always refer to crankcase degrees which are double the distributor degrees.
As for the Vacuum I would not use vacuum retard only vacuum advance. Normally the map curve in the app is good and adds 10 degrees when the inches of mercury call for it. You could make that value whatever you like.