Advance 123 distributor and GoWesty throttle body, Questions about the install... Options

[TRP]

Hey Gang!

I am about to stuff the 2056 back into my car and I wanted to double check a few things before I dive head long into this thing.

My A123 has a vacuum port on the side of the distributor body. The GoWesty throttle body also has the vacuum port. I assume I connect the TB to the A123 ports and I'm good to go. I ask because there are lots of comments about 'if the port is before / after the throttle blade. The port appears to be in the same approximate location as the stock 1.8 TB, so I think this is correct.

Second question, with the 2056 and the Raby "FI compatible" cam, the rest is stock L-Jet FI (I moved the TPS over to the GWTB) -- which of the pre-programmed advance curves should I be selecting in the A123?

Thank you!
Ted

[emerygt350]

Depends if that 123 is looking for manifold or ported vacuum. I wants to say that 1.8 only had one vacuum line to the dizzy stock, and I am a djet guy so I don't know if that was advance or retard. By the time of the ljet, djets were only running retard.

If the new dizzy is looking for ported (advance) them you need to make sure that port only has vacuum as the throttle just opens. If you are looking for retard then it needs to have vacuum when the throttle is closed. That said, you don't really need either with a 123.

[Chad911sc]

I have the non Bluetooth model, so not sure if the curves are the same. When I set mine up, I was told to just leave the port open on the distributor and not use it. This is what I have done, nothing is connected to it, and it runs very smooth. I have mine set on #3 and I have a hot street cam (Web 86a). Several of the other guys here on the site were saying they were running curve #1 but had milder cams.

[TRP]

Thanks Emery and Chad. Im running the Raby nanny cam (9590 FI cam and the L-jet), I thought someone else on the site was running the same setup, but can't remember who. I'm waiting on a few hoses to arrive and then the motor and trans can go back in!

[mgphoto]

I’m interested in the Westy TB, I’m running a d-jet. I used to run the 123 with the settings of I think #3 but I wasn’t getting the response I wanted. I switched to the Bluetooth version and with the ability to write your own curves changes everything.
For the L-Jet I would start with the stock curve and change to something different when comparing published curves, drove me nuts with the d-jet.
I use the vacuum port on the 123 to monitor the vacuum signature of the engine, I did a lot of testing of advance and retard and found it didn’t help performance in any way, so the vacuum is just a flat line and the advance curve is really simple.

[DRPHIL914]

I have the non Bluetooth model, so not sure if the curves are the same. When I set mine up, I was told to just leave the port open on the distributor and not use it. This is what I have done, nothing is connected to it, and it runs very smooth. I have mine set on #3 and I have a hot street cam (Web 86a). Several of the other guys here on the site were saying they were running curve #1 but had milder cams.

Thanks Emery and Chad. Im running the Raby nanny cam (9590 FI cam and the L-jet), I thought someone else on the site was running the same setup, but can't remember who. I'm waiting on a few hoses to arrive and then the motor and trans can go back in!

similar comments here from me too, my cam is similar to above, running d-jet and use the #3 curve with no vac hook up at all, not using the vac retard or advance like with my stock distributor. Idle is a bit high but i may have a different issue going on so likely not an issue with the distributor. I also have a bigger bored out throttle body, stock TB bored to 49/50mm so bigger than stock but not quite as big as the gowesty, which i had considered but probably wont do unless i go to aftermarket FI. seems counter productive since the d-jet plenum opening is only 50mm anyway.
in fact i am considering going to the MS3 set up like PMB is using. ..... might even consider going with the ITB set up , local friend here is doing this on many of his 911 builds and has offered to set me up with a similar system... but for now, car is very drivable with the 123and larger throttle body.

either 1 or 3 setting with no vac is the way to go.

Philip.

[wonkipop]

the L jet throttle bodies came with either two ports or one depending on year and whether calif or USEPA certified.

this affected how the original dual vac can distributors worked in terms of ignition retardation for emissions.

listing goes like this.

74 49 states. two port throttle body. port above throttle plate connected to advance side of can on dist (the big can that faced outward). port below throttle plate connected to retard side of can on dist. ignition was retarded only at idle. at cruise ignition was advanced as action of the ports was the sum of advance minus retard and advance was more powerful in that condition.

74 calif. single port throttle body. port below throttle plate connected to retard can on dist. advance port on dist can was originally fitted with a hose but this hose was left open at other end and tucked under intake plenum. ignition was retarded at both idle and at cruise. there was no vac advance function.

75 49 states was identical to 74 californian.

75 californian was fitted with two port throttle body. but port in throttle body above throttle plate was connected to an EGR. the port activated EGR at cruise. the port below the throttle plate was connected to the retard side of dist can. the advance side of distributor can had open hose tucked under intake plenum. you got retard at idle and retard at cruise. but retard at cruise was offset by EGR as it helped to run the engine cooler and with slight contribution to fuel economy (very slight).

thats how it worked stock.

so that tells you hew the go-westy tb should be hooked up.
i've never seen go westy tb but if the port is below the throttle plate then its really there for emissions at idle and should connect to a retard can.
on the other hand the go westy tb might be like the traditional vac advance of VWs back in the 60s. ie a port above the tb which activates at cruise and which was always hooked to a simple single vac can distributor where the can advanced the timing at steady state cruise.

thats how those cans and ports work.

the original dual vac can distributors are entirely unique to USA market VWs of that era and were entirely to do with emissions.

rest of the world used the single can distributors with only vac advance.

[TRP]

That tracks to what I've found online. I believe we determined my car (1975 from Oregon) was a 49 state car. With that, my car has a single vac port on the throttle body and a dual port on the distributor. One port went from the fat side of the distributor and ran to the to the throttle body, the second port was just vented to the atmosphere (tucked behind something to hide it).

Sooo... it sounds like I should hook up the port from the TB to the 123A distributor and run the advance map/ignition curve that matches my distributor part number (I think there is a chart in the A123 destruction manual.)

Thanks for the info! (IMG:style_emoticons/default/drunk.gif)

[emerygt350]

I would double check with your finger after you get it running. And as mentioned above, you don't need to use it if you don't want to.

[TRP]

I would double check with your finger after you get it running. And as mentioned above, you don't need to use it if you don't want to.

Will do! One less hose to run feels like a good thing. (IMG:style_emoticons/default/biggrin.gif)