Back in the day just before computerized fuel injection went from distributors to directly mounted cam and crank sensors often ALL the rotational sensors were inside the distributor. The most famous of these I think is the Honda Civic/Accord distributor which has three sensors stacked one on top of each other: crank, cam and CID (cylinder ID)!
Straight six 4.2l Jeeps used a distributor mounted sensor to run the fuel injectors and a hard to replace crank sensor at rear of the engine for everything else. Rotating the distributor does not change timing on these models.
All common modern EFI foreign or domestic is originally based on Robert Bosch's L-Jetronic and K-Jetronic fuel injection systems. LH and KE are variants.
Bosch took American fuel injection of the 1950s and 1960s and improved it immeasurably!
Bosch L-Jetronic fuel injection used a distributor mounted magnetic pickup "crank" sensor. Since early Bosch isn't sequential fuel injection it only needs an engine speed input, no cam or cylinder ID. L and LH-Jetronic are "Mass Air Flow" fuel injection systems. The earliest L-Jetronic fuel injection used a VAF (vane air flow) system. This "Mass Air Flow" input comes from a spring-loaded door that the incoming air pushes against. A potentiometer measures the amount of push. The later variant of L-Jetronic (LH) uses the more familiar hot-wire MAF to give air flow readings. Sizes of MAFs have shrunk from the size of a small toaster to about the size of a large postage stamp.
Bosch K-Jetronic fuel injection (like used on old VWs, Mercedes, Volvo) is a more "mechanical" system. However, it is still considered EFI.
It works by having a "fuel distributor" of braided steel lines connected to "injectors" that are really just spring-loaded pintles, having no electronics. K and KE fuel injection are also called "continuous" fuel injection because there is no rhythmic on-off of an electronically controlled pintle-style "solenoid" injector. K and KE sprays continously like a garden hose to each cylinder and make a funny little squealing noise when they do. This is considered a high-pressure fuel system, BTW. Nothing compared to modern DFI, though.
K and KE meter fuel by way of a mechanical plate in the air induction system that is displaced by incoming air and is directly connected to the "fuel distributor".
I have always wanted to put one of these Bosch K/KE fuel injection systems on my IHC 345 V-8!
Mercedes-Benz had V-8 powered K and KE.
Bosch KE is just the "feedback" version of the K. It uses an oxygen sensor connected to computer which controls fuel pressure, only.
Sequential and direct fuel injection for gas engines came later, of course.
Bosch L and LH systems calculate how much fuel to inject, divide that amount by half, and then inject fuel all at the same time EVERY revolution.
Nikki, your TEC system is using some or all of this technology, including some Distributorless Ignition technology.
Hall-effect digital "on-off" rotational sensors were not used in any early Bosch L or K systems that I can recall.
I know I am long-winded but very few people understand the chronology and development of EFI. It didn't just show up one day. It helps to understand how it evolved and how it works.
I haven't discussed "speed density" EFI. It's generally a cheaper version of "MAF"-style. It uses engine speed and intake manifold vacuum (Manifold Absolute Pressure) to determine fuel metering.
Good luck, Nikki!