_Bomber Watson_
Posted 31 January 2016 - 04:03 PM
Getting way out of my knowlege base, But I actually think it would be worse at lower RPM.
And yeah yoru right I think most of the deflection is from valve spring pressure, I dont know the fireing order of a v8 to be honest and CBF'd plotting where the pressure would be put when....
Cheers.
CABIN ENGINE CONTROLS GALORE
Posted 31 January 2016 - 04:18 PM
I read that when the hp causes crank/camshaft twist,
you need to adjust the cylinder spark timing to suit.
Question is, how do you check cylinder performance? 
Edited by NA-PWR, 31 January 2016 - 04:24 PM.
CABIN ENGINE CONTROLS GALORE
Posted 31 January 2016 - 05:05 PM
To answer my own question,
Cylinder elimination is one method,
where by seeing the results from the other's.
Couldn't be good for the Engine.
Posted 31 January 2016 - 08:47 PM
I think you'd have at least as many issues with the accuracy of the sensor output due to its physical size (limited of course by the size of the distributor). A crank trigger wheel can be larger as well as being completely fixed in place rather than driven by a sloppy gear fit, allowing cleaner signal and more edges if required.
Having said that distributor driven sensors generally work just fine for accuracy well below one degree of timing, just not as easy to set up for a reference signal which is needed if you want to go multi-coil rather than actually using the distributor. VT (Holden) V8 Commodores do it somehow (used for sequential injection rather than the ignition itself), possibly they have a second sensor in the distributor or a cam sensor? Can't remember.
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