Has anyone used a crank trigger instead of a distributor? More acurate? More easily tuned? Does MSD or others make an ignition that you can tune with a knob rather than manually turning the distributor to set the timing?

bwhitejr

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'72 Duster (Performance 360)
'83 Ramcharger (Performance 318)
'80 TrailDuster (360)
'80 D-150 Truck (See Below)
CompCams 252S, Holley 390cfm, Offy manifold
Ported, Polished and Gasket Matched
P4286813 Springs,0.040 Overbore,
0.090 Shaved Head

There are several decent books on ignition systems. There are a few guys here that are using the crank trigger system for their EFI...

In a nutshell...

MSD does make a "dial back" system to help retard timing for use with the MSD boxes and say boost or NOS, but I haven't seen one that will just allow you to "dial in" 12-18 degrees if needed.

The crank trigger does not replace the distributor, unless you go with a full blown distributorless ignition system (got $$$), you can use the trigger with a 1981+ single pickup ESC distributor (or a regular one with the timing locked out/ no advance mechanism), and let the computer do your timing for you (will need a laptop or "kit").

Generally the crank trigger is more accurate, but you have a fair amount of prep work and setup to do to get there.

-D.Idiot

Electromotive has a tunable distributorless ign (3 coils) for use with a crank trigger. Ron Hamby and others are running these.

I think for most apps, this is overkill, but it is a nice clean system.

Lou

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Home of Slant6-powered fun machines since 1988

So, where would one get a crank trigger? I've seen them for V-8s, but not for the slant though I haven't really looked for them either.

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David Kight
'62 Valiant Signet, White
'98 Dodge Dakota
'06 Jeep Liberty

Growing older is unavoidable but growing up is strictly optional.

Here is the link to the slant six crank trigger system that I use. www.Electromotive-inc.com . This system works excellent.
tks Ron

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62 Val, 66 Dart, 16 Ram 2500 Mega

MSD makes one that works for 4,6,8,10...but you have to do some work with it (like everything) to bolt it on...I have one of the kits (It's like MSD-8655 or something like that) as it was recommended for the system Im working with (Electromotive is a really nice setup).


-D.Idiot

The one slant car I saw with an MSD crank trigger had a Buick V6 wheel adapted to the factory damper. Of course the basic drag race crank triggers have no mechanical advance system. Most drag cars just use a start retard and run fixed timing.

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Joshua

Eventually once I get my engine woes straight, I'm going to adapt a Ford EDIS system onto the slant. Crank pickup, ford edis module, coil pack all tied to megasquirt computer running msns-e firmware (or may go to ms-II by then). Can tune it to your hearts desire. You can run it in spark only mode, don't have to use it for fuel.

Ron,

I plan to put the Electromotive TEC 3 system on my slant six.

I have a few questions, if you don't mind.

Where did you mount the trigger wheel? On my system I have a pulley on the front of the vibration dampener for the power steering, and one on the back for the factory air.

Would mounting the trigger wheel change the belt alignment?

Did you also use a wheel driven off the former distributor for sequential fuel injection?

Where did you mount the coil pack?

Where did you mount the TEC 3 CPU?

How did you wire the system into the factory harness?

TIA

--Walt Jackson
1963 Dodge Dart GT convertible with 225 slant six.

I've beene working on a distributorless system for the slant. It has a crank trigger wich features 6 magnets (one on each TDC, one 10 degrees before those, so the computer can read the diffrence in time (delta T) and compute the increase/decrease of RPM more smoothly and effective. It has 6 ignition coils, capacitive discharge and doesn't fire simultáneoulsly on 2 cylinders at a time. Te electronics are draggin me down (I work with a friend of mine that's an electronic engineer) because we want it all... we want notebook plug in capabilities, and a dash knob that will let you choose between several pre-programed timing curves, plus an indicator showing how much advance you have at that precise point. All the mechanical part is finished and most of the computer part is done too. We have succeed getting the ECU to "read" rpm increases and decreases, we got it to manage one programmed timing curve, we got it to fire the cyls in the right order... but we have some quarks to deal with. My friend the engineer wants the computer to be able to trigger injectors (I don't care since I'll be running carbs) All of these is homemade stuff and experimental electronic circuit boards, but we think we can get a nice product with lot of goodies at a beater price.

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Juan Ignacio Caino

Please use e-mail button istead of PM'ing. I do log in sometimes but I'll be answering quicker thru e-mail.

Ron,

Are you using the XDI system? Tell me more!!
Wow I like that kind of flexibility.

bwhitejr

_________________
'72 Duster (Performance 360)
'83 Ramcharger (Performance 318)
'80 TrailDuster (360)
'80 D-150 Truck (See Below)
CompCams 252S, Holley 390cfm, Offy manifold
Ported, Polished and Gasket Matched
P4286813 Springs,0.040 Overbore,
0.090 Shaved Head

you do realize that you only need three magnets. i was discussing this with a friend of mine and it was said that all three magnets should be 50* advanced so the computer can have time to adjust timing. just get a MSD DIS-4 and your done. he also suggested putting the magnets in the flywheel/flexplate so that they are further out and more accurate. just remember to index the flywheel/flexplate to the crank.

zedpapa

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1970 dodge dart w/225 /6 bored .040" over, holley 390cfm w/vac. sec., compcams 252s, clifford shorty headers w/2.5" exhaust w/flowmaster, f-body 11" front discs, aluminum A-833OD, 8 1/4 w/3.21 SG
soon to have 5 gears!!!

yes, I do realize, the other set of magnets are for the computer to read ahead the increasing or decreasing crankspeed... see the beauty? much more accurate, since it will read it 3 10º duration times per crank stroke instead of just one that last 120º... much more faster and accurate... so I have TDC - 120º - 240º main magnets and another set just -10º from that. ECU reads and maps and predict's the behaviour of the engine before you have to wait another complete turn plus 120º to get that info accurate. Less lag and delay!

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Juan Ignacio Caino

Please use e-mail button istead of PM'ing. I do log in sometimes but I'll be answering quicker thru e-mail.

Depends on how accurately your timer is.......

The smaller the duration you're measuring, the harder it is to determine an accurate rpm.........

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Ed
64 Valiant 225 / 904 / 42:1 manual steering / 9" drum brakes

beg to differ, ed. a well programmed unit, should have no issue at all measuring the time difference in 10º (delta T) thus keeping the crank speed data updated 3 times per stroke.

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Juan Ignacio Caino

Please use e-mail button istead of PM'ing. I do log in sometimes but I'll be answering quicker thru e-mail.