v-6 in early A-body

KitCarlson said

I am curious about the crank trigger, and what it looks like. I do not understand "magnum flywheel", in relation to 904 or 727 unless that is starter ring gear, and I assume different for V6 and V8. If a picture of trigger "target" is available, it will help me greatly.

I think it might be possible to generate the crank trigger signal from the distributor with the addition of a second sensor and trigger there. At the same time, the ignition could be done direct fire, coil on plug. I can use same hardware I am developing for the V8 COP ignition. I designed a similar system for 2.2L engine, and used the OEM ECU for timing control, diverted to coils. The reason would be easier drop-in eliminating crank sensor and bellhousing mod. The EFI trigger would come from my ECU associated with ignition.

I like the idea of the V6 it removes weight from front, providing better handling balance.

Click to expand...

Post 26 First and second pic show both notch for sensor and sensor mounted on block. The OP was discussing using a A-833 manual trans which would require a 134 tooth flywheel with reluctor on it because the Magnum flywheel is 140 T and too big for A-833 bell housing.
It literally takes me 10 minutes to modify bell housing and sensor is already mounted to back of block. the stock flex plate will bolt right up to early converter if you clearance one bolt hole 1/16". I see no reason to reinvent the wheel, Chrysler spent a zillion dollars in R & D developing it and it works great, doesnt fail and already there. I also like the availability of parts, in the rare occurrence of a part failure, the sensor is 96-03 3.9/5.2/5.9 Magnum available at 7-11 for $38 and I have literally seen maybe 15 failures in 18 years of daily magnums, coil is $35 stock or $50 for MSD. The thought of dual magnetic pick ups in one distributor sounds like trouble to me....1979 Datsun 280Z brings back nightmares even in the daytime....