True but I have other brand guys in my shop that have gone this route...one example: on a Chevy 350 with a gear drive the timing became rock solid and my co-worker dropped 50 hp due to the drag on engine...so he went from 700 to 650 on the dyno....I can't imagine wanting to go from a 250 hp slant six to 200...or worse...

This is similar to how Jeep has their last 4.0's set up in reading crank trigger and the cam sensor.

-D.Idiot

What about using a trigger that goes between the crank gear and the balancer? I tore down a Vortec 350 one time that had one of those.

If they make it for a big block mopar then it will fit the slant crank snount. Might be worth looking into.

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82 D150-225/727
02 Dakota-3.9/5 speed
87 GMC C7000-8.2 Detroit Diesel/5+2

It depends on the ECU. One cam tooth is pretty standard, but many higher end aftermarket ECUs out there would have more accuracy from additional crank teeth, like a Ford style 36-1 or Bosch style 60-2 crank trigger.

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"Mad Scientist" Matt Cramer
'66 Dart - turbocharged 225
My blog - Mad Scientist Matt's Lair

I'd first decide what EFI & ign systems you are going to use then determine what cam/crank sensor signals are needed- lastly figure what you have to do to produce the signals.

You want a crank mounted trigger for the crank signal. Ignition timing is "determined" (or assumed) to be relative to crank/piston position- ie., before Top Dead Center. So most ECM's use crank signal to figure when to fire ign coil(s).

Cam postion sensor is typically used to help determine which cyl is on compression stroke.
Older/simpler systems had a "low-resolution" crank signal (3x to 8x per crank rev), with a 1x cam signal (or NO cam sensor on a batch fired system). As stated, modern systems have a higher-resolution crank signal (late LS eng have 58x) & a hi-res (non-symmetrical) cam signal; the ecm can "sync" the eng & fire correct inj & coil within 1/2 a revolution after start.

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63 Valiant Wagon
225 - 4 bbl