Chris, I am sorry. It wasn't fair of me to say things in that manner towards you. I don't have any problem with you or anything you are saying. My post probably sounded condescending towards you and for that I must apologize.
What's truly "killing me" is how some people seem to explain benefits and features to their prospects. All this talk about being a true tooth counter sounds pretty neat and tricked out on the surface, which is the only place 99% of you guys dropping the money should be concerned with. But it's clever marketing to say the least when they spin these facts in such a fashion that they sound like they do more than they can. Ask your contacts at these manufacturers how long their system takes from the first crank until it knows exactly where the engine is. This information can be derived from the factory LS1 sensor arrangement within 90 degrees if the individual crank sensor pulses are decoded, and the 58x LS2 crank sensor and its 4x cam sensor improves upon that. The Chrysler Hemi setup is a really cool one as well. However, these aftermarket systems that merely count the teeth without decoding the position information encoded into the sensor arrangements don't offer this functionality.
For what it's worth, even the Gen 7 and the classic FAST system count crank pulses. What separates them from newer, more advanced systems IMO is what it can and will do with that information. In these examples, the classic FAST did almost nothing that produced any tangible benefit. The Gen 7 at least used this info to produce the error code 72 if it didn't count the expected number of crank pulses in between consecutive cam pulses. However, without the ability to decode a crank and/or cam sensor signal and to rely on a 1x cam sensor for synchronization means that if you drop crank pulses, it's gonna get ugly. The aftermarket has and continues to rely on this technology and it's largely been fine. It's difficult to provide a system as universal in nature as the aftermarkets are while also introducing the ability to decode any significant number of the various crank/cam sensor arrangements on the street.... at least for the ~$2000 price we are accustomed to paying.
There are several systems on the market that can now work with some of the higher-resolution sensors on late-model engines like the LS2, and even just that will yield the ability to more accurately control ignition timing. However, hearing of EFI system manufacturers talking to their customers about counting teeth like it's cutting edge technology makes me feel like you have been treated unfairly, and it bothers me.
I don't want to put in print who is and isn't doing this because things can change overnight. Perhaps they already have. However, I hope I can give you some more pointed questions to ask in your own research to help you obtain the answers you need.
Sorry if I was coming across a bit rough. I'm just trying to keep it real and help the rest of the world understand what's going on under the hood. Thanks.
Thanks for the detailed explanation. Understand you dont want to point fingers and get involved in this mess. With the info you provided those who are really interested in an accurate ignition system have the ammo needed to make an informed decision. Some will be very disappointed about the facts they find. Shame you and Mike are no longer at Accell. No one there these days has a clue what is going on.