ive noticed the cast has the opening for a standard SBC dizzy and would rather use one of those than the problematic opti. I saw on ebay a LT1 intake manifold with a hole drilled to accept one. Said it needed a 1/8" spacer to make up the difference in height. Has anybody on here done it or seen it done? My LT1 sits on a engine stand ( where its been for over a year now) so im at a point where it wouldnt be a big deal. If i did do this, what would i do about the point where the opti did sit? Just leave it alone or what?

 

There's nothing wrong with the opti, I really wish people would get that out of their heads because of the ones used in '93 and '94. They revised the opti in '95 with a vent and solved alot of problems with it, I have over 150k miles on the opti in my GTA (the miles that were on the motor when I bought it) and haven't had any problems with it yet.

 

weather there is something wrong with it or not.. i dont want it. I wish people would stop answering with irrelevant answers.

 

Not an irrelevant answer, just doesn't make any sense why people want to change something that GM designed that works.

 

because i want a standard dizzy. easier to work with. easier to change if it needs to be changed. cheaper. plus its just one less thing to futz with in the harness.

 

I have seen it done on early engines with the non vented opti but i have heard of people complaining of timing that inst quite as accurate. Have you thought about eficonnection's distributerless setup?

 

no, never even heard of it. Have a link? What do you know about it?

 

My supercharged 383 lt1 is running with a MSD dristributor. and my stock 92 harness. Im running the $59 code for boost.

the efi connection 24x setup is nice. but not cheap thats for sure. It converts the ltx to run the LS based setup pcm and coils etc..

http://www.eficonnection.com/24x/


Yes you will need a spacer In order for the distributor to sit (depth) properly, you have to build up the manifold approximately 1/4". The built up area needs to be on a taper (approxmately .200" higher on the passenger's side than the driver's side). make the spacer/shim (.050" on one side and .250" on the other side).

 

wow. yea i bet that option sure is nice, but out of my price range right now. ill keep it in mind though. thanks.

 

Im my case I didnt wanta bother with the lt1 harness and opti etc.. plus I wanted to run the $59 code for boost. So it was a no brainer for me to just run my stock tpi harness and a msd pro billet distrib.

 

a friend brought this option up to me.. could i take the LT1 and put a TPI setup on it?

 

No, the heads on the LT1 have different intake ports than a standard SBC head, they are more like the Vortec heads, plus don't have any provision for water to go through them (which really doesn't matter) plus you would be terribly choking the motor down with the TPI setup vs the LT1 intake.

 

Ok, lets not get too far ahead. He wants to not use the opti. Good/bad whatever, is irrelevant

Hes got 4 choices for control of the engine

Batch fire with a TPI setup

0411 single coil SBC setup

0411 LSx coils setup

Delteq/LTCC

Its not as simple as cutting the hole and moving some wires, opti control is still necessary for a LTx system, even if its not used. To get rid of it the whole LTx harness and PCM must be tossed

The TPI setup would be the easiest, because its only moving a few connectors around. The down side is its batch fire, no electronic trans control, and tuning is more difficult

0411 single coil is the LSx PCM control system designed for a modern approach to old SBC's. It requires a cam/crank signal and will run like the TPI system above, so the 96-97 front cover is needed (crank), along with the 96-02 vortec distributor (cam). Of the non stock systems it is the simplest and best covered. I use this on my racecar. Read about it here

https://www.thirdgen.org/forums/tpi/...-opinions.html

The coil per cyl setup is a derivative of the single coil setup. It changes the reluctor wheel behind the timing cover and uses essentially a LS1 harness. The cam signal is still required from the distributor, only cap plugs wont be used. Black caps are hard to come by. For a max effort build, this is the one to use. A down side is cost because several critical parts are ONLY available through EFIconnection

https://www.thirdgen.org/forums/tpi/...-cylinder.html

Delteq/LTCC seems to have several good sides and bad sides. Do your own research here

http://www.ls1tech.com/forums/lt1-lt...q-vs-ltcc.html

To use a distributor on the LT1 intake, the hole must be cut and then an angled spacer installed to make up the missing height and correct the slant of the intake. People seem to have sealing issues when using a separate spacer, so mine is incorporated into the intake itself



SBC to LT1 intake patterns changed, so you will need some time in the machine shop to use a TPI intake. The higher end LT1 cars generally use a SBC single plane EFI intake redrilled to the LT1 bolt pattern. These come with the correct dist hole because it was made for a SBC

 

Anyone know where I can buy the lopsided spacer?

 

Have one machined

 

heh, for that matter, looking at his picture, I'm guessing that that is .050 and .250" at the outside edges of his ring... What is the OD of the ring? I'm guessing that it's close to 2x the diameter of the hole, which means that the difference is roughly half that at the opening, maybe?

FSTFBDY- did you have any problems with distributor clearance, it looks like you've left most of the original EGR bosses, which I've never tried.

I need to grab a manifold and start measuring, I need to do another one soon, and even though I've done it before it was more than 10years ago now I think... I don't even remember what I did the first time.