Even I learned that this system is using by around 50 bis'. Also he is doing nanoflex* ignitoin. (*cancelling distribitor and putting sensor on crank shaft)
That is very interesting. But what improvement will it make to the accuracy of the timing? Changing from a mechanical contact breaker which can bounce, wear and corrode to a contactless optical or electronic/magnetic trigger obviously makes a very substantial improvement without major modification.
However, going from an electronic system on the distributor to an electronic system on the crankshaft seems likely to be a fairly major modification - so what will the benefit be?
Well, I must assume that the electronic systems will be identical in performance - why would they not be? They are both electronic, they both use the same components, wires and so on. So that part of the system should have an identical performance.
So where can a crankshaft-based system improve on a distributor-based system? It seems to me the only areas where there are "losses" on the distributor system can be (1) on the gear meshing between the crankshaft (or camshaft) and the distributor shaft, and (2) torque or twisting losses in the distributor shaft.
Taking the second of these, since the distributor shaft is a rod of steel, it seems to me extremely likely that any twisting of it under the driving stresses of the engine will, although theoretically possible, be so small as to be undetectable. So I cannot see any advantage in eliminating this (theoretical) loss.
With regard to the crankshaft or camshaft gear drive, again these are highly accurately machined and hardened steel parts, running in oil, and under very little strain from the 'effort' of turning the distributor shaft. How much of an engine's power is taken by the work required to drive the distributor shaft
? Again, I suspect this is immeasurably small. So the losses in this gear drive will come in effect only from any 'slack' in the meshing of the drive gear and the driven gear.
However, with the engine running normally, any such slack is taken up as the gears initially accelerate up to running speed. As the engine continues to run under normal conditions, there will be no slack as the driving gear will constantly be pushing on the driven gear, making any variation in the constancy of the rotation immeasurably small.
I would predict, therefore, that in practice a direct crankshaft system will not be detectably different in performance from a distributor based system. In other words, a large amount of engineering re-design, effort and expense for absolutely no improvement at all in engine performance.
On highly tuned and ultra-high precision racing engines there might be some slight advantage (for example, the overall rotational mass will be reduced since the distributor shaft will not be present), but on a high tolerance mass produced unit like the Fiat 126 engine ? I very much doubt it. Have I missed something?