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

[gonzo54]

Will definately be purchasing one after my payday this friday.

If you do that will make 9!java script:emoticon(':confused:','smid_24')

I would probly get one ... but I dont know which one to get. I have stock 74 2.0 with 2 carbs ( yes I know George dont like that ) any recommendations ?? (IMG:style_emoticons/default/confused24.gif)

Call Ed Madak @ 123 Ignition USA 440 668-8164. He helped me select the model I needed for my 2.0 D Jet

[jvmarino]

It was a bit tough for me to spend this much on a distributor, but I figured it was worth getting it to finally upgrade from my old 009 unit that I have been running for decades. Opted to go the full boat for the BT model, and the 10% discount is now being applied to orders.

[Type 47]

(IMG:style_emoticons/default/piratenanner.gif) (IMG:style_emoticons/default/smilie_pokal.gif) (IMG:style_emoticons/default/beer.gif)

[gonzo54]

Ed Madak at 123 Ignition USA just confirmed that we have 10 distributors sold and we all will recieve the 10% discount! The Group Buy still ends May 6, 2023.

[Type 47]

Can someone post an image of what their curves look like for dual Webers?

maybe need to post that in a separate thread.

[gonzo54]

This is the last week of the Group Buy-

[Chris H.]

Wonder if this would work well on a 1.9l Vanagon (IMG:style_emoticons/default/idea.gif) .

[gonzo54]

Wonder if this would work well on a 1.9l Vanagon (IMG:style_emoticons/default/idea.gif) .

Call Ed at 123 Ignition USA he should know-

[NJ914]

Just installed my new programable 123 Distributor D-Jet this past weekend. Physical install and wiring went smoothly. Installed the app and was able to connect without issue.

Put the Cart before the Horse though as I don't have a Curve to use.. (IMG:style_emoticons/default/sad.gif)

Does anyone have any recommendations for a 1976 D-Jet FI?
I believe the orig Dist. number is the 039-905-205A (or B)

Would REALLY like to fire it up this week...

[JORACER#40]

I also need the curves for a 74 2.0L and 76 2.0L

I talked to Ed and he said to ask for the curves on the forums.

It's hard to spend that kind of money without knowing what it will take to get it to work better than stock. I don't have a lot of time for research (Trial and error) or worse more money.

I would assume the curves exist for all versions of 914 distributors.

Nditiz stated ICarp on Pelican has info for the 6 cylinder but I don't know about the 4 cylinder.
Didn't want to join the Pelican forum just to get the curves.

[NJ914]

I found this but not sure where it came from....?

[Chris H.]

Wonder if this would work well on a 1.9l Vanagon (IMG:style_emoticons/default/idea.gif) .

Call Ed at 123 Ignition USA he should know-

Thanks Rick! I'll do that.

[Puebloswatcop]

Just ordered mine too. Had a question so called Ed and he actually answered even though it was almost 7:00pm his time. Awesom guy. Great business.

[JORACER#40]

I found this but not sure where it came from....?

Looks like a good starting point.
Thanks

[123ignitionusa]

I want to thank all of you for supporting 123ignition. Also thanks for your patience. I know a couple people have ordered, we fell short and will be fulfilling those orders next week.
The graph is a great help. I just wonder if there is a static time that needs to be figured in on top of those numbers. 27 degrees all in seems a little low to me. If you have a motor manual it should tell if there is supposed to be a static time and may even give an all in figure and at how many rpm.

All refunds have been processed back to your payment option. Give it 24hrs to clear.

Thanks so much
Ed

[123ignitionusa]

Re Vanagon
Couple of things to find out.
Is it carburetted or fuel injected?
If fuel injected is it a D-Jet injection where it depends on the distributor for triggering the injectors. Or does it have a separate computer that monitors the injection?
Once you have the answers to the above questions you can determine which product you might need.
D-Jet products end in -IE (TUNE+ 4-R-V-POR-IE)
Carburetted and non D-Jet injection units are all the same whether you choose switched or Bluetooth.
Then look at the line drawings in the product description and compare against your original distributor. Attached is a line drawing for VW and Porsche.

[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]

NJ -

Please send me the curve when you get it. Got my 123 dizzy last week and happy I'll be getting another 5%.

I too have a '76 but it has Weber's on it - got the D-Jet dizzy and hope to have the D-Jet running in the fall.

GN

Just installed my new programable 123 Distributor D-Jet this past weekend. Physical install and wiring went smoothly. Installed the app and was able to connect without issue.

Put the Cart before the Horse though as I don't have a Curve to use.. (IMG:style_emoticons/default/sad.gif)

Does anyone have any recommendations for a 1976 D-Jet FI?
I believe the orig Dist. number is the 039-905-205A (or B)

Would REALLY like to fire it up this week...

[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.