I'd like to either purchase or rebuild a back up distributor for the B20. Which ones would be compatable with a high compression engine, if that makes any difference?
I prefer to stay with the points instead of an electronic system, if that makes any difference.
And what's the function of an MSD box?
Thanks for all your help.

This electronic ignition completely replaces the distributor and yet looks original.

http://www.123ignition.nl/index.php

I installed one this spring on my B20B engine and it runs great. Before that I had lots of problems keeping the engine running until it completely reached operating temperature.

It is not cheap, but I can highly recommend it.

Jerry
1969 123GT

>And what's the function of an MSD box?

From http://www.msdignition.com/ignition_2_5200.htm (the makers):

"This inductive discharge ignition is designed to be used on stock vehicles with no performance upgrades such as a cam, intake manifold, or carburetor.
Below 3,000 rpm, the MSD produces a series of sparks instead of just one. This ensures that the fuel is burned completely which in turn provides more power, smooth idle, quick starts and overall driveability improvements."

My car (a standard 121 with a B18A engine)sounds like the proverbial singer sewing machine with the MSD5 (without it, it sound a bit rough at idle and has a bit less mpg).

I use the MSD5 with points.

Also, people with optimized engines uses the MSD6 (a more powerfull CD unit).

If you like, please, see the installation manual of the MSD5 on: http://www.msdignition.com/pdf/5200_frm18162.pdf
--
Joaquin / Rojo 121 / Lima, Peru

How much extra MPG? I have an old MSD 5 here, but it died. I didn't notice any increase in MPG, but back then when I was young I never really drove slowly either. Maybe I should dig it out & fix it?

Difficult to say.

On city I drive at a sedate 50-70 kph (30-45 mph) with some bottlenecks and stops (i.e. 10-15% of time on idle) on Lima, running 54 km (33 m aprox) conmute round-around trip every workday.

With the MSD5 aboard I put (on tank) 10 US gallon on monday and a bit of reserve remain aboard on friday night (at last, I arrive to home).

Without MSD5 (tested on two weeks on 2005 with the MSD5 unwired) on friday night (on middle of the return) my car was thirsty (tank empty) more o less 8 km from home.

_Very_ grosso modo calculus:

distance = 54 km x 5 days = 270 km
kpg = 270 / 10 = 27 kpg (with msd5)

distance = 270 km - 8 km = 262 km
kpg = 262 / 10 = 26.2 kpg (whitout msd5)

1-262/270 = 3% (aprox) of difference, little, but it help a bit (and one gallon of RON 97 gasoline here is S/. 15.50 = US$ 4.85).

Of course, the duration on bottlenecks, the density of cars on highway and other variables was not measured and can be a source of calculos distortion (indeed, it could be the source of that 3% difference).

A detail: my car is a 121 standard (B18A with one 175CD2s carb, A camshaft, M40 gearbox, no overdrive, it is near standard) and is used as a family car (no race, no rally).

The B18A has the best mpg and the worst speed and acceleration of all B18/B20 engines.
--
Joaquin / Rojo 121 / Lima, Peru

MSD
Multiple Spark Dist.

About any of them will work but if you have D-jet you gotta have the
triggering points in the bottom.
Probably much more important than type is condition.
--
George Downs Bartlesville, Heart of the USA!

IF I undestand you correctly, I can't get electronic ignition for my B20E D-Jet?
--
1967 P220 (Someday my daily driver...), 1971 P1800 (Parts Car), 1972 145S (1993-1997), 1977 245 DL (1993-1999), 1983 245 (1997-2001), 1986 745 GLE (1997-2000), 1990 740 GL (2003-4), 1995 945 (2004-Present)....

The 123-ignition is also available for the injection B20E aswell. I got mine from a seller in Holland (I can look it up if you like)

Jan (germany)

You CAN get electronic ignition for your Djet. George was referring to the need for a Djet compatible distributor - these have a set of triggering points that run the fuel injectors - completely separate from the triggering mechanism that signals the ignition.

... the bottom line is that you can't swap out the whole distributor UNLESS your replacement has the provision for the (injection) trigger points. Djet distributors will easily accommodate Crane or Perlux style breakerless "upgrades."

Best,

Cameron
Rose City

Well, you could look out for one that came out of a 75 244.
--
...and the bricks keep on rolling

75 244 had K-jet/CIS and no triggering points.
But I have dreams of making a hybrid distributor using a reluctor
out of the 75 or later distributor in a D-jet distributor body with
trigger points, like the 75 164 (6 cylinder) had.
SEEMS like it should be fairly straightforward, but I haven't
actually tried it yet.
--
George Downs Bartlesville, Heart of the USA!

Dang!
I got to have a good look at my 75 244 distributor then. Its installed on the 144 (B20A), and there is a two-prong port on the distributor that is unused. I always thought it was for the FI cars, but since the 74/75 came with K jets, that port should not be there.
--
...and the bricks keep on rolling

Look inside the distributor and see what that port is connected to.....
The D-jet trigger points have 3 contacts, one common and one for each set
of points.
Could it be that the distributor has both points and reluctor for the ignition?
--
George Downs Bartlesville, Heart of the USA!

This won't work with in a Djet application - 1975 240 series cars didn't use Djetronic fuel injection (see note above).

Best,

Cameron
Rose City