[darbikrash]

Nice looking piece. I am curious about the slots- Holley requires as a final step in crank trigger setups to calibrate the sensor position when the engine is running using a timing light. This is a mechanical adjustment of the sensor position.

The procedure is to use the "static timing" utility in the Holley software to input a calibration timing value- say 20 degrees. With the engine running, a timing light is used to check the mechanical timing of the engine, and this is compared to the commanded timing set in the ECU.

These never match, so the crank sensor is moved until the timing light reading and the commanded ECU values match.

It seems like the fixed slots will prevent this.

Is there something I am not seeing in your design that accommodates this calibration procedure?

[GOAT8U2]

Ya you don't need to do that at all and that's a real mess IMO.

There's a way to change the offset, so let's say

You start at 15 degrees and 1500rpm, by the time I offer this there's only going to be 2 real positions on thread bracket.

You gun

If you're over or under you can add or subtract timing in this window, NOT the real timing map.
Then from here you might now be dead on.

Then you bring up to 3000rpm

If you're a hair over or under you deal with the Usec, I'm at 50usec and that made 3000rpm off by under .5 degrees so we left it as a safe guard. 34 degrees at 6000rpm is probably 33 degrees but I wanted this buffer so there's no issue in case things cause it to add.

The slit guarantees every time this is removed, it come back exactly in the same Hall Effect sensor location, no retiring needed and no worries the bolts will slip and the thing slides away.

[HWYSTR455]

So on the ATI, with the mag trigger shell, the pulley face offset is the same as OE?

.