Strange thing is that if the stock ECU detects detonation or the sensor is short circuit (unless replaced by high ohm resistor) it retards the timing. I don't know by how much but around 10 degrees was claimed. Video says "high power" engines run near the detonation limit. Video also doesn't say that some det events can't be heard by ear but a piezo sensor will hear them.
The CAS isn't to blame it's the "rubber band" cam belt. The core of the belt isn't a "rubber band" it's KEVLAR and it doesn't stretch every time the engine is revved hard. If the belt "stretch" causes retard then the cams also retard (Haltech don't seem to be leaping in to fix that). 7.5 degrees is 1/2 tooth, 1/2 a tooth in 48 teeth between crank and cam is 0.01 (1%) strain in the belt. I think this claimed elastic [1] "stretch" is highly improbable. It's well beyond the limit of elastic proportionality of KEVLAR - belt will be permanently stretched, engine would be retarded and stay retarded. At the limit of elastic proportionality 0.005 (0.5%) there would less than 4 degrees of timing change and I'm fairly sure that no one runs timing belts anywhere close to that. l'd hope about 1 degree and 25% of the limit of proportionality = factor of safety of 4. It may stretch a bit as it ages over 60K miles / 5 years.
https://www2.lbl.gov/ritchie/Library...nDependent.pdf
The condition they describe will apply to ALL belt driven cams.
CAS has 4 "home windows" one for each cylinder, the windows are different sizes and the ECU counts 1 degree pulses during window "open" period, this tells it which cylinder it's on. Engine only has to turn 1/2 revolution for a "window" to move past the sensor and ECU to start running engine. After market missing tooth from crank sensor wheel may have to turn a full crank revolution to get the reference and start running engine. A single cam "home" signal with fully toothed crank sensor may have to turn 2 revolutions before ECU can start running engine. (Though the camshaft magnet in the video appears to have 2 teeth, one turn of crank but this means they can only run in bank fire mode and not sequential.)
Nearly all after market ECU have much lower resolution of engine position. At best they have 36 teeth on crank, that's 72 on/off signals for each revolution, 5 degree resolution. Video 12 teeth on crank is 24 on/off for each revolution and a (frankly laughable) 15 degree resolution. They then have to "estimate" based on engine speed where it really is. But actual engine rotation speed slows as it comes up on compression and speeds up on first 1/2 of power stoke so they have to "guess" [2] where the engine is, 15 degrees is a lot of rotation time to be guessing. Nissan CAS has 360 slots, 720 on/off signals for each cam revolution and ONE degree resolution of engine position. I'm not sure if it does any guessing or if timing changes in 1 degree steps (I think the latter). The Nissan CA18DET ECU runs off a "timing chip" (fiendishly cunning and complex device) and the CPU only determines the position that it programs the timing chip with.
[1] Elastic - the material recovers it's original length when stretched and released. If the "elastic limit" is exceeded the deformation is permanent and the material has "yielded".
[2] "guess" requires a fast and powerful CPU and a 4D acceleration curve v's rpm v's load.