Which setup LTCC or Delteq completely eliminates Optispark? I doing a LT1 swap and will have to buy all the ignition parts new/used so what would be my best deal. I am putting together a LE2 setup in a 92 Camaro.

 

Nothing at the moment complely gets rid of the opti.

 

Since you'll be swapping into a 3rd gen and won't have cowl clearance as an issue, I'd drill the LT1 intake for the TPI small cap distributor and just run that. MSD makes a pro-billet distributor that fits TPI L98 engines:
http://store.summitracing.com/partde...0&autoview=sku

Info on how to mod the LT1 intake to run the TPI distributor can be found here: http://www.lt1intake.com/files/distributor.htm

If you go this route, you can run the LT1 off your stock L98 ECM and wiring harness, as all the wires and sensors besides the ones for the Optispark are transferrable between the two engines. (A few plugs will need to be changed but that's all.) MUCH less labor intensive than adapting the LT1's ECM to the rest of the wiring in your 92.

The only other way to completely eliminate the Optispark would be to get an aftermarket EFI setup like a F.A.S.T. or an Accel DFI and run a crank-trigger style ignition with it. (Big $$$.)

 

Delteq takes less than an hour to install (most of that reading instructions). Works great.

 

My ECM rite now is a LO3 TBI but I have a ECM of a 95 Z28 and Harness. So with that being said which would run the LT1 better at 400+wrhp? And would also be my best buy.

 

Well that settles it: the LT1 ECM is what you'll need to go with. The TBI ECM's are only configured to fire 2 injectors instead of 8. It's just going to be more of a challenge getting the LT1 ECM set up to work with all the 92's guages and existing wiring.

Between the two, the Delteq system is a simpler install. I'm running one and have had nothing but good luck with it. One thing I would suggest doing while you have the LT1 out and can work on it more easily is to pull the Optispark off the engine, crack it open and chop the "wings" off the rotor, and then seal the cap really good with some RTV. Cutting the wings off the rotor will prevent it from potentially exploding should you do mods in the future that require the engine to rev higher. Moisture, high voltage, and RPM's are what kill opti's. Doing those two things will eliminate the problems associated with moisture and RPM's. When combining that with a Delteq which takes care of the high voltage, you'll have an ignition system that will last a long time.

I purchased my components from these two vendors:

http://www.paceparts.com/index.asp?P...&ProdID=146731 (Free Shipping)
http://cgi.ebay.com/ebaymotors/IGNIT...spagenameZWD1V
Plus your ignition wires of choice. Saves about $100 over the cost of a full kit.

 

thesoundandthefury: I don’t have the original Optispark (or any ignition stuff) I got the block with old pistons and bottom end, cylinder heads, and intake. I got the other parts off other cars or people. The engine actual out of a 92' Vette and had spun a rod but I got it bore .30 and new forged pistons and connecting rods and the crank re-bearing.

 

Gotta have an opti for the Delteq to work. There's no way around that. The LT1 ECM's can only recognize the signal from an optispark. The Delteq only relies on the optical pickup section of the optispark to function, so you don't necessarily need to buy a brand new optispark in order to make that setup work. If you can find a used opti that has been verified to have a working optical section then that would be the cheapest way to go.

 

Contrary to "soundandfury" post, if you are going to remove the cap you might as well just pull the rotor completely. Trimming stuff off the rotor will unbalance it and potentially cause vibration problems. Only makes sense.

EDIT: If you are running an old (100K+) Opti then you may consider a fresh unit just due to bearing wear. A sloppy bearing will affect the optical unit and cause weird misses (without codes thrown).

 

So what you using To hold the wheel down

95-97 wheels are NOT welded like the 92-94 wheel

 

Understand that I have to get the original Optispark for Delteq system (or LTCC) to work. I been told since I want to run a double roller timing chain and I have the custom grind cam that I can upgrade to the 95-97Optispark. Is that correct and if I get a MSD-84811 Distributor for 95-97Opti and then the Delteq system it should be all I need correct.

 

You don't even need that part. (MSD-84811.) The Delteq bypasses that part of the optispark so it would be a waste.

One thing to note: since you have a 92 intake manifold that didn't originally come from the factory with the vaccuum port underneath the throttle body openings in the front, you'll either need to custom drill a vaccuum port or get a 94-up intake manifold and fuel rails in order to run vent lines to that optispark.

 

F-Body's run them on the side and EGR goes in under the TB they are next to the EGR and Brake booster port


BTW You would need the new timing cover to go with it and make sure the pin is out far enough.

I put my opti back together with the Deltec cover last night. I had to use a rotor to hold the Opti wheel in place. I have never had a rotor fall so far(shifting at 7,200) so lets hope for the best After all it is back on the engine along with the FluidDampr

 

The port under the throttle body is the vaccuum port for the PCV valve on 95-up models. 92-93 LT1 intake manifolds didn't have that port underneath the throttle body. As far as "they," there is only one optispark vent hose connected to the side of the intake manifold. The other vent hose is connected to the intake elbow.

He WILL need an extra vaccuum port on his 92 intake if he intends to vent his optispark.

 

You can run the vacuum line for the Opti to one of the ports on the driver's side of the intake manifold. On my 94, I "teed" into the port for the EGR vacuum hose.