what do you guys know abotu distributorless ignitions? I have been looking at a custom EFI kit. I have been wantign to biuld aproject engien for awhile just so i can learn what works and what doesn't and this kit is pretty neat and all eth sensors get hooked into my laptop for realtime data a such. A friedn is already using a version of it on a 96 CBR 600 engine for a project he is working on and says its a great little setup and can be setup any way you want to. I was halfconsiderign maybe using it on my boat engine. I woudl require a distibutorless ignition setup though. Who makes one for marine use and would it work on a gen iv or gen v 454?i woudl just nee dthe trigger and the pickups the EFI kit come with the custom ECU, laptop interface, injector and a bunch of other stuff. it sound neat but i want to do some research beofre i start messing with it.

Try Electromotive there on line

MSD has a nice crank-trigger kit. Still uses your distributor for sending the spark to the plug wires, though. Requires an external electronic advance (Crane box) but I am guessing the system you speak of offers the advance function itself?

You say the system REQUIRES a distributorless system - why?
Will it not work with a distributed ignition?

this is from thier site

The E system offers control of both fuel injection and ignition timing in a single, integrated package. Ignition is crank triggered with capability to 9750 rpm. It is programmable for fuel and ignition values and had ignition retard capability under boost. OEM style ignition wires can be used. We don't recommend using the standard E system on engines running over 7 psi of boost. The E/MSD or the F systems below should be used on those applications.

For V8 and high boost applications, the system is configured to trigger an MSD-6A directly from the ECU. MSD 2 step rev limiters are compatible with this system. An MSD Blaster 2 coil is included in the standard E system but is not included with the MSD configured units. The E system requires fabrication of a bracket to mount the crank sensor and installation of trigger magnets into the crank pulley.

Base system prices USD: 4E- $970, 6E- $1014, 8E- $1040





and eth version they recommend for supercharged engines

The 4F system, shown above, controls fuel delivery and ignition timing on 4 cylinder engines to 9750 rpm (15,000 optional). Its crank triggered, direct fire coil pack replaces both distributor type and OEM distributorless ignitions. It is programmable in 250 rpm increments with 64 boost retard locations available for turbocharged engines.

The standard F delivers a powerful, long duration spark and is suitable on engines with specific power outputs of up to 200hp/L. The 4F comes complete with coils and crank trigger. Fabrication of a crank sensor mount and installation of trigger magnets is required.

Base system prices USD: 4F as shown above- $1134, 4F for MSD DIS-2 no coils or driver $1000, 4F to drive OE waste spark coil pack $1079

4F installation manual

The 6F system, shown above, controls fuel delivery and ignition timing on even fire, 6 cylinder engines to 9000 rpm.Its crank triggered, direct fire coil pack replaces both distributor type and OEM distributorless ignitions. It is programmable in 250 rpm increments with 64 boost retard locations available for turbocharged engines.

The standard F delivers a powerful, long duration spark and is suitable on engines with specific power outputs of up to 200hp/L. The 6F comes complete with coils and crank trigger. Fabrication of a crank sensor mount and installation of trigger magnets is required.

Base system prices USD: 6F- $1300


that is eth listing for eth v6 version but it is pretty much eth same thing for eth v* frmo myunderstanding just orde rthat kit but for a v8

this is from thier site

The E system offers control of both fuel injection and ignition timing in a single, integrated package. Ignition is crank triggered with capability to 9750 rpm. It is programmable for fuel and ignition values and had ignition retard capability under boost. OEM style ignition wires can be used. We don't recommend using the standard E system on engines running over 7 psi of boost. The E/MSD or the F systems below should be used on those applications.

For V8 and high boost applications, the system is configured to trigger an MSD-6A directly from the ECU. MSD 2 step rev limiters are compatible with this system. An MSD Blaster 2 coil is included in the standard E system but is not included with the MSD configured units. The E system requires fabrication of a bracket to mount the crank sensor and installation of trigger magnets into the crank pulley.

Base system prices USD: 4E- $970, 6E- $1014, 8E- $1040





and eth version they recommend for supercharged engines

The 4F system, shown above, controls fuel delivery and ignition timing on 4 cylinder engines to 9750 rpm (15,000 optional). Its crank triggered, direct fire coil pack replaces both distributor type and OEM distributorless ignitions. It is programmable in 250 rpm increments with 64 boost retard locations available for turbocharged engines.

The standard F delivers a powerful, long duration spark and is suitable on engines with specific power outputs of up to 200hp/L. The 4F comes complete with coils and crank trigger. Fabrication of a crank sensor mount and installation of trigger magnets is required.

Base system prices USD: 4F as shown above- $1134, 4F for MSD DIS-2 no coils or driver $1000, 4F to drive OE waste spark coil pack $1079

4F installation manual

The 6F system, shown above, controls fuel delivery and ignition timing on even fire, 6 cylinder engines to 9000 rpm.Its crank triggered, direct fire coil pack replaces both distributor type and OEM distributorless ignitions. It is programmable in 250 rpm increments with 64 boost retard locations available for turbocharged engines.

The standard F delivers a powerful, long duration spark and is suitable on engines with specific power outputs of up to 200hp/L. The 6F comes complete with coils and crank trigger. Fabrication of a crank sensor mount and installation of trigger magnets is required.

Base system prices USD: 6F- $1300


that is the listing for eth v6 version but it is pretty much eth same thing for the v* frmo myunderstanding just orde rthat kit but for a v8

Honestly i havn;t done much research into this but abuddy of mine is workign ona project for his school biuldign a race car from scratch and racing it at teh end of the semester versus a bunch of other colleges and they converted a carb cbr600 to efi using this and says its great. he was in charge of the engine. So he woudl plan teh details of setting this up on my engine. I was thinking runnign a carb and my tbolt 4with an MSD brain box. But they benefits of EFI are substantial so i am seriously considering it. Not to mention instantaneous feedback and button adjustments on the engine via a laptop.

Puder,check out Electromotive at
www.getfuelinjected.com

certainly interesting.
I don't understand why the system cares whether the ignition pulse signal comes from a crank trigger or distributor. Doesn't make sense to me. The signals are electrically the same.

Anyhow, the MSD crank trigger kit is simply a billet wheel fixed on the crank to the back of the engine damper - it has four ferrite plugs in it that fire the pickup when they pass. The pickup is mounted on a bracket. The end result of the ignition signal is the same as a distributor with a locked advancer.

Several mfrs make crank triggers. Some use magnets in the timing wheel. Some use iron. The trouble with the magnetic ones is that stuff gets stuck to them on a drag car, etc. In a clean bilge, though, this should not be a problem.

Some people use their stock distributors with a crasnk trigger system. They just cut the wiring harness off it and use it to distribute the pulse from the coil to the plug wires. Some folks leave the mechanical advancer intact within, others lock it. If you use a Mercruiser distributor, it has no mechanical advance anyhow. Proper orientation of the distributor (the way you would adjust the timing normally) is found by trial and error using a crank trigger. Make a run and listen for misfire at high cruise. Adjust the distributor and listen again. take note of the position CW and CCW where misfire begins and center it. Then at idle find the misfire positions CW and CCW. If the above centered position is close to one of those idle extremes, then adjust slightly to keep the final position comfortably away from any of the misfire extremes.

enough rambling..

Ebay has crank trigger systems fairly regularly.

I have gone through all this and when the turbos get mounted to my engine Electromotive gets my business

The electromotive and dist-less ign. is far more accurate than a distributor ignition. The crank sensor and wheel have 0 slop relative to cam timing vs. dist system with multiple things adding to the slight variation relative to cam and valve timing. It is top line stuff.

They need the crank trigger vs a distributor for ICT (individual cylinder timing) this way they can change the fuel, and spark in each hole. With a standard distributor you don't know exactly where each piston is in it's cycle.