R267 Advance Curve

[Christopher Marsden]

Does any one know the set points for the R267 advance curve please? Am trying to programme a 123 ignition distributor with the correct settings.

Thank you

[Avenir13]

Hello,
here is the curve from A110 RTA (1976 issue) for 1600S (degrees on crankshaft as a function of rpm):

avance R267.JPG

Mid points between lower and upper curves should be a good starting point.

Hope it helps.

[JyL]

if you have a 2-curves 123, you should program the original curve as shown above. Now, the 2nd curve should be adapted to your engine, especially if you have a different camshaft

[PhL]

Avenir13
Ne pas oublier l'avance statique qui décale ces courbes de 5° à 8° vilo vers le haut.
Do not forget to add 5° to 8° crankshaft , static advance, to these curves.
Has to be adjusted with road tests.
Never exceed 35° maximal advance.

[Christopher Marsden]

Many thanks to you all for the information and advice. Unfortunately I do not understand much of it. You'll have to educate me. I am able to statically time the ignition and dynamically time it but I do not understand the technical intricacies of advance curves. Maybe I should give a little more background. My engine was rebuilt last year and it has run for 500km. The plan was to take it onto a rolling road to be tuned. This was attempted last week but the tuner could not get the engine to rev beyond 4,800rpm even though the rev limit was set to 6,000rpm in the bluetooth app for the 123 distributor.

The 123 was pre-programmed with the R234 curve but my engine builder recommended using the R267 curve.

I understand about using the mid points between the curves shown on the R267 graph. However, I have no idea what is meant by having 2 curves programmed into the 123 and to adapt the second curve to the engine. How do you do that?

Prior to being rebuilt the engine had a wild camshaft making the car un-driveable on the road. It would only perform over 3,000rpm. The cam has been re-profiled to make it tamer but I do not have the technical knowledge to know how to adapt what it is now to the advance curve.

I have no idea what you mean by adding 5 -8 degrees to crankshaft, static advance, to these curves. Do you mean statically time the ignition to 5 or 8 degrees BFTDC instead of 0 degrees, as previously? When you say adjust by road testing, how do you do that and what do you adjust? What am I supposed to look for and how do I know when it correct?

Apologies but I an a novice with all this.

[PhL]

Difficult to teach all these concepts thru Internet..

Here is some data to play with your 123 ignition.

http://www.loutrel.org/Distributeur_ele ... e_123.html

Could you go back to your original distributor ? It is simpler to adjust and understand.

R234 or R267 should not rmake much difference anyway.

[Christopher Marsden]

Yes am about to try a standard points and condenser to se if there is any difference or prove that there is a fault with the 123. However, it is an expensive item!

[Christopher Marsden]

Just to let you know, after fitting an alternative distributor with points and condenser, car now revs easily to 6,000rpm and beyond, so there is something amiss with the 123 unit.

Advice from Holland is to set the rev limiter to 8,000rpm, ie, no rev limit.

What do you think?

[PhL]

Yes do that and see what happens!...................

[Gouffy56]

My 123 Ignition is set to cut the ignition at 7,000 rpm. At the power bench, the real cut occurs at 7,300 rpm. Note that my flywheel was down weighted by 2.5 kg!