Crankfire vs. Distributor????, anyone have hard numbers???? Options

[Mueller]

Does anyone have dyno numbers or know where to point me to for a comparison between the two different types of ignition??

Knowing that I can turn my regular distributor into a fully electronic programmable electronic ignition (okay, it'll still have the rotor which must distribute the spark) I was wondering what the crankfire has over the distributor ignition besides 0 moving parts that can wear out.

for the distributor the path for the spark still needs to go from the coil>rotor>cap>sparkplug wire>sparkplug....

the crankfire is coil>sparkplug wire>sparkplug

what effect does the rotor and cap have on ignition if everything is the same (advance curve and coil rating)????

[airsix]

tat2dphreak, forgot to say thanks for the compliment. Stop bowing. I'm just a monkey loose with tools. Once in a while things fall together.

Mark, NICE setup. That's the RIGHT way to do it IMHO. Same goes for you Dave. Thumbs up guys. This is the stuff I love.

Mike, my setup is similar to Mark's. Three magnets and two sensors. Two of the magnets mark TDC and 180-from-TDC. These magets are mounted with a specific pole facing the sensors. One of the sensors reads these two magents only. The third magnet is invisible to this first sensor. The magnets are actually possitioned to pass the sensor about 40 degrees ahead of TDC and 180-of-TDC. The ECU is programmed with this baseline so that it knows when it gets a signal it will be another 40 degrees of rotation before the piston is at the top. That gives it time to prepare a spark to occur at the programmed advance angle before the piston gets to the top. The third magnet is mounted with the oposite pole facing the sensors as the other magnets. One hall sensor only sees the North side of a magnet and the other sensor only sees the South side of a magnet. So one sensor only sees the two opposing magnets, and the second sensor only sees the third magnet. This third magnet leads the TDC magnet by a few degrees. It's just a marker so the ECU can tell which of the opposing magnets is TDC and which is 180 opposed. Now the ECU knows which end of the crank is which so it can fire the right coil at the right time. You probably knew all this - sorry if I bored you. I'm interested in the missing-tooth systems. I am sure they have better resolution especially when rpms are changing very rapidly.

-Ben M.