123 Install Today - GETTING CLOSER..., PROGRESS: BAD MPS |
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123 Install Today - GETTING CLOSER..., PROGRESS: BAD MPS |
FlacaProductions |
Dec 14 2023, 09:50 AM
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#1
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Senior Member Group: Members Posts: 1,733 Joined: 24-November 17 From: LA Member No.: 21,628 Region Association: Southern California |
74 2.0 D-Jet
Heading to the garage now to start the install and my main, unresolved-in-my-brain question is if i need to hook up the vacuum line that is on my current stock distributor, on the 123. |
technicalninja |
Dec 19 2023, 01:10 PM
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#2
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Senior Member Group: Members Posts: 1,827 Joined: 31-January 23 From: Granbury Texas Member No.: 27,135 Region Association: Southwest Region |
@iankarr gives good advice. I agree with his suggested steps.
Have some tips to determine TDC on #1 It's fine to turn the engine via the crank bolt IMO, Easier to do with the plugs out. Old school way: Install the bottom half of a compression tester (or your finger if it's small and long enough to get by the tins). The comp test adaptor I normally remove the Schrader valve from the engine end. I've just made a tube that is screwed into #1 spark plug hole. Place finger over end and turn engine until you feel pressure. This is the start of the compression stroke. Turn engine in normal direction until timing marks align. You're at TDC compression on #1 now. Second way via the valves Valve cover off for #1 cylinder. Place engine at TDC mark. Feel rocker arms. If they're lose your golden. If tight, rotate engine 360 degrees and recheck. Using steel pushrods? At TDC compression you will be able to rotate them At TDC exhaust you won't. And lastly with a leak down tester. At TDC compression if will work fine and show you "normal" readings. At TDC exhaust the valves are open and the leak down tester will show STUPID high leakage, especially through the exhaust (80-90% gauge showing 10-20 "remaining" percent is common). It hisses like a pissed off cat when you're here. When I'm leak testing an engine, I'll place it on TDC crank, check #1 and if I'm TDC exhaust I'll just start the leak down testing from the opposing cylinder in the firing order. I spoke with Ed@123Distrubutors awhile ago regarding the vacuum source and the "boost retard" questions I had. We have started a conversation with the tech guy Sebastian at the manufacture to get accurate answers to this. They have better, more detailed, curve instructions under "misc help" and it answered the "piss poor" curve questions. Those are shown in "distributor" degrees and should be DOUBLED when changing to crankshaft degrees. Make a lot more sense now IMO. Shit looked about half what it should have... A tidbit that still leaves questions: All the text I copied from Ed's site I highlighted in red Regarding the vacuum curve, this is a little bit more complex. 123ignition works with absolute vacuum in stead of relative vacuum. The advantage of absolute vacuum is, it works also when you drive the car on high altitudes. In case of relative vacuum, you have to adjust the ignition manually. The values in the original Bosch graph are given in mmHg, 123ignition works with kPa. First we convert the values to kPa and crankshaft degrees instead of distributor degrees. You can type in Google: 80 mmHg to kPa. A confusing graph: Graph didn't copy over. Shows adjustment out to 200kPa (15 psi boost) but all the specs show a MAP range of 0-100kPa. Boost retard is critically important on pressurized engines, Turbo/Supercharger/Nitrous) and as I'm NOT planning on any of those on a T4 not critically important for my 914... Until I hear back from Sebastion it appears all this feature can really do is a vacuum-based RETARD. I've never seen a vacuum retard placed for ANYTHING but an emission control process. Because of the vacuum retard instead of advance, we face a new challenge. The graph below shows that only the orange areas can be programmed. After all, normally only advance timing is applied in the vacuum area and retard is applied in case of overpressure (turbo). That last sentence is completely correct unless... You're intentionally "killing the party" for emissions reasons. I'll post their replies when I get them. |
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