Dynaspark Vs Stock Opti
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Joined: Feb 2003
Posts: 1,553
From: San Antonio, Texas
I wasnt aware of any aftermarket distributor
edit: just did a google search and found this:
DynaSpark: Opti-Spark Made Reliable
The DynaSpark was designed to increase distributor reliability over an OEM Opti-Spark--which meant redesigning many of the external and internal components. The case is manufactured entirely of billet T-6061 aluminum plate stock for increased structural rigidity under extreme heat and cold. It is anodized red for two reasons--corrosion resistance from the elements and aesthetics. A deeper optical sensor mounting pocket was used to facilitate air circulation around the sensor for more effective sensor cooling. This greatly adds sensor life and accuracy. It is engineered to eliminate the need for the OE, white rinite insulator, which also eliminates one entire leak-prone perimeter seal entirely. The bearing bore provides a press fit for the bearing, which gives improved bearing support and provides a better foundation for higher rotor rpm capability. Internal component mounting boss holes are now blind as opposed to the leak-prone, OE pass-through mounting holes. The case perimeter now has a provision for a captured rubber, high temp O-ring, instead of the flouro-silicone, leaky OE piece.
The bearing is now held securely in place by a hardened steel snap ring that provides a full 360 degrees of bearing retention surface area, as opposed to the OE twin-screw, stamped bearing retainer that rusts heavily, breaks frequently and provides only 40 percent of bearing retention surface area. The DynaSpark has its own semi-permanently sealed electrical connector harness tower that eliminates the leaky OE distributor connector entirely. The distributor drive cavity is now sealed to the timing chain cover with a rubber, high-temp O-ring to eliminate water/moisture intrusion into the backside of the case.
In case of distributor drive seal failure in the timing chain cover, oil cannot get forced internally into the case--thanks to a weep hole in the bottom of the distributor drive cavity that allows the oil to escape without contaminating the distributor housing.
The entire case is now cross-vented, instead of the plug-prone localized venting of the OE unit.
A modified distributor cap and voltage insulator enhances and improves cross-flow cap venting (which eliminates crossfire/misfire). Other features include a riveted rotor contact, a lightened rotor, heavier duty, stainless steel rotor mounting screws, and a semi-permanently sealed cap that must hold a 15-inch vacuum for 10 minutes before being allowed to "pass" for shipment. The entire rotating assembly is spin balanced and the rotor drive is correctly and accurately indexed to the #1 cylinder. Also of note, the electrical harness is now integral with this distributor and it comes complete with the new revised vacuum harness.
Also, Dynotech Engineering is working on two other projects: an upcoming Gen. I distributor for the '92-94 LT1s will share the same upgraded internal components and refinements of the Gen. II model. And the "Gen. III" distributor will be rotor-less and capable of 8500 engine rpm. The Gen. III is designed to work with the LTCC and individual LS1/LS6 ignition coils and will have all of the same improvements as the Gen. I and II, but with a billet aluminum cap in place of the OE plug wire cap and a lightweight reluctor wheel support. Owners of the Gen. I and II DynaSpark Distributors can always upgrade their current unit at a later time to the Gen. III unit by purchasing the "high rpm kit upgrade", which will allow them to utilize individual ignition coils and the LTCC. You can view the DynaSpark at www.dynotech-eng.com.
Where have I been
edit: just did a google search and found this:
DynaSpark: Opti-Spark Made Reliable
The DynaSpark was designed to increase distributor reliability over an OEM Opti-Spark--which meant redesigning many of the external and internal components. The case is manufactured entirely of billet T-6061 aluminum plate stock for increased structural rigidity under extreme heat and cold. It is anodized red for two reasons--corrosion resistance from the elements and aesthetics. A deeper optical sensor mounting pocket was used to facilitate air circulation around the sensor for more effective sensor cooling. This greatly adds sensor life and accuracy. It is engineered to eliminate the need for the OE, white rinite insulator, which also eliminates one entire leak-prone perimeter seal entirely. The bearing bore provides a press fit for the bearing, which gives improved bearing support and provides a better foundation for higher rotor rpm capability. Internal component mounting boss holes are now blind as opposed to the leak-prone, OE pass-through mounting holes. The case perimeter now has a provision for a captured rubber, high temp O-ring, instead of the flouro-silicone, leaky OE piece.
The bearing is now held securely in place by a hardened steel snap ring that provides a full 360 degrees of bearing retention surface area, as opposed to the OE twin-screw, stamped bearing retainer that rusts heavily, breaks frequently and provides only 40 percent of bearing retention surface area. The DynaSpark has its own semi-permanently sealed electrical connector harness tower that eliminates the leaky OE distributor connector entirely. The distributor drive cavity is now sealed to the timing chain cover with a rubber, high-temp O-ring to eliminate water/moisture intrusion into the backside of the case.
In case of distributor drive seal failure in the timing chain cover, oil cannot get forced internally into the case--thanks to a weep hole in the bottom of the distributor drive cavity that allows the oil to escape without contaminating the distributor housing.
The entire case is now cross-vented, instead of the plug-prone localized venting of the OE unit.
A modified distributor cap and voltage insulator enhances and improves cross-flow cap venting (which eliminates crossfire/misfire). Other features include a riveted rotor contact, a lightened rotor, heavier duty, stainless steel rotor mounting screws, and a semi-permanently sealed cap that must hold a 15-inch vacuum for 10 minutes before being allowed to "pass" for shipment. The entire rotating assembly is spin balanced and the rotor drive is correctly and accurately indexed to the #1 cylinder. Also of note, the electrical harness is now integral with this distributor and it comes complete with the new revised vacuum harness.
Also, Dynotech Engineering is working on two other projects: an upcoming Gen. I distributor for the '92-94 LT1s will share the same upgraded internal components and refinements of the Gen. II model. And the "Gen. III" distributor will be rotor-less and capable of 8500 engine rpm. The Gen. III is designed to work with the LTCC and individual LS1/LS6 ignition coils and will have all of the same improvements as the Gen. I and II, but with a billet aluminum cap in place of the OE plug wire cap and a lightweight reluctor wheel support. Owners of the Gen. I and II DynaSpark Distributors can always upgrade their current unit at a later time to the Gen. III unit by purchasing the "high rpm kit upgrade", which will allow them to utilize individual ignition coils and the LTCC. You can view the DynaSpark at www.dynotech-eng.com.
Where have I been
Last edited by Josh'95Z28conv; Aug 22, 2003 at 09:24 PM.
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Registered User
Joined: Apr 2003
Posts: 551
From: HOUSTON, TX
No idea, I decided just to put it back together w/stock stuff. Should be here by the weekend. My luck- I have to drive my 455 for a couple weeks and we have the highest gas prices in a year!
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