I'm trying to do some research, but for some reason I can't search cz. Stuck with google for now.

My thoughts are, could you have the intake drilled and install a distributor, but keep the opti sensor to drive the pcm and injectors?

My goal: To spin 7500-8k. Use the maf to keep adding fuel beyond 7k.

Also, if you run a distributor through the back of the intake, how do you control timing?

 

Looks like with a gen7 dfi and dual synch you can run sequential injection without the opti at all.

Anyone done this?

 

Holy crap this stuff is expensive. Maybe I should just pick a solid roller to peak @ 7k.

 

I have it...waste of money

 

timing should still be controlled by pcm, although you might be able to manually add or a few degrees by advancing/retarding the distributor. In addition to drilling the intake youl'l need to weld up the EGR (Its a common swap for l98s and they have to weld up the EGR to get the distributor to fit) keep in mind fitment is going to be an issue with the distributor so close to the firewall and so far under the cowl, if you're looking for a way to get away from the high voltage being in the opti your best bet is ltcc or delteq.

 

This guy's blown 383 LT1 has that done to it. Might want to ask him about it.

http://web.camaross.com/forums/showt...&highlight=msd

 

I think my first goal was to break past the 7k limit of the pcm. I don't think its really necessary though,,,,,

 

The opti will go past 7K it is the pcm that wont so bypassing the opti would not have worked anyway.

 

I have a single plane intake with a distributor conversion for LT1 cars for sale. PM me if you are interested.

It more or less uses the opti as a cam and crank signal sensor, and then distributes the spark in the back like a traditional SBC.

The dual sync stuff works really well too, but I have my doubts on fitment in a 4th gen car. I am working on one right now in an Impala, and its even a little tight there.

 

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