OptiSpark Distributor

How to Succeed in Business Without Really Trying

2011-03-27T20:23:00.000-07:00

How to Succeed in Business Without Really Trying - Review - How to Succeed in Business Without Really Trying (But With Daniel Radcliffe) .OK, let's get to the burning questions right up front: Can Daniel Radcliffe sing? Yes. His intonation is spot-on, although he did have trouble sustaining some of the longer notes.

Can Daniel Radcliffe dance? Most definitely, and quite well, I might add. Sure, he was a little bit out of breath at the end of "Brotherhood of Man," but that might have been more a function of Rob Ashford's strenuous choreography than of Radcliffe's lung capacity.

But, on a larger level, can Daniel Radcliffe actually carry a Broadway musical?

Absolutely.

Of course, my questions refer to How to Succeed in Business Without Really Trying, a rousing revival of which opened last night at the Al Hirshfeld Theater in New York. At first I thought it was too soon to bring back H2$, since the delightful 1995 revival (featuring Matthew Broderick, Victoria Clark, and Megan Mullally) is still so fresh in the brains of all of us theater queens of a certain age.

But, then, this revival isn't for us theater queens, now is it? It's rather for the multitudes of Harry Potter fans, many of whom hadn't even been born in 1995, but are looking for a chance to see their favorite wizard in person, and maybe in something a bit more accessible than a dated drama about a disturbed young man who blinds a bunch of horses. (See Equus.)

Radcliffe proves himself a showman of the first order, with a charming stage presence and a killer smile. Oh, and his American accent is flawless. But more than just a wonderful vehicle for a young man who more than earns his star billing, this production of How to Succeed is thoroughly enjoyable in its own right, delivering effervescent fun from start to finish.

Mr. Radcliffe's supporting cast is no less deserving of praise. TV favorite John Larroquette makes a welcome Broadway debut as J.B. Biggley, and he certainly lives up to his four Emmy Awards for "Night Court," exuding a smarmy charm and a natural comedic instinct. Christopher J. Hanke at first seemed a rather odd choice for Bud Frump: a bratty pretty boy rather than your typical...well...frumpy Frump. But he makes the part his own, and deftly so. Likewise, Tammy Blanchard as Hedy Larue took some getting used to, as she seemed to be going for something very different from the typical air-headed Hedy. But I think my hesitation may have come more from, interestingly enough, her wardrobe. Hedy's first outfit didn't quite showcase Blanchard's form to its bombshell best; subsequent outfits, however, provided more of the requisite "wow" factor, and I was able to appreciate Blanchard's very strong and individual performance.

On the production front, it's really gratifying to see director/choreographer Rob Ashford make such a strong comeback after the lackluster affair that was his Promises, Promises. It just goes to show that, with the alchemy of live theater, you just never know what forces and talents will combine to create a successful show. There it didn't work at all. Here it does. The strange thing is, on the surface, Ashford's work on both shows would seem rather similar. In How to Succeed, Ashford weaves in a lot more dancing than the show typically has - for instance during the office party at the end of act one. But here it adds to what is already a wonderfully crafted show, whereas in Promises, Promises, it was shoring up a piece that doesn't really work.

Interestingly, Ashford reverses most of the changes that the 1995 revival made for the sake of political correctness. For instance, the original lyric for "It's Been a Long Day" features the line "What female sort of trap could I spring?," which the 1995 revival changed to "What clever sort of trap could I spring?," possibly to make the show seem less misogynistic. The character of Jonesy, who sings the female solo in "Brotherhood of Man," was played in 1995 by the redoubtable Lillias White, perhaps to give the show a bit of racial diversity and the number a bit of soul. In the current production, Jonesy is back to her original pallor, and played with great animation and fire by Ellen Harvey.

Most notably, the number "Cinderella, Darling" has been restored. It was replaced in 1995 by a reprise of the title number, performed by the female chorus, but I was never really clear as to why the creators made that change. Both of the numbers portray the show's females as calculating and opportunistic. (Which was, of course, the point.) In any case, Ashford restores the original number, but I wasn't really a fan of the way he chose to stage it, as a tap number. I'm not quite sure why. I guess Ashford figured that it worked in "Forget About the Boy" from Thoroughly Modern Millie, but here it sort of falls flat. In Millie, the tap was all about anger, and it gave the number a sense of punctuation. But here, it doesn't really seem to serve any specific purpose, other than to provide some variation in the dance scheme of the show.

But, overall, Ashford is thankfully back in fine form with this production, particularly with the aforementioned "Brotherhood of Man," which was thrilling, and received the kind of roar from the crowd that one so rarely hears in the theatre these days. Likewise, "Grand Old Ivy" genuinely stopped the show, thanks to an ingenious bit of staging on Ashford's part. (I don't want to give the device away, but it's actually funny that nobody thought of it before.) "The Company Way" features lots of interesting mail-room-type business, perhaps a bit too much at times, as it tended to overshadow Frank Loesser's sharply satirical lyrics.

So, great show, great cast, great staging. A production that could have been just a vanity production with a slumming Broadway wannabe has turned out to be so much more.

Sources : http://everythingmusicals.com/everything_i_know_i_learn/2011/03/review-how-to-succeed-in-business-without-really-trying-but-with-daniel-radcliffe-.html

MSD Pro Billet LT1 Distributor - The Final Opti

2011-03-27T20:12:00.000-07:00

MSD Pro Billet LT1 Distributor - The Final Opti.OptiSpark. The name alone is enough to give '92-'96 Vette owners the jimjams and send even the most jaded auto techs scurrying for their shop manuals. Indeed, with the possible exception of the ill-starred "Crossfire" injection system of the early '80s, no single piece of engine hardware has heaped more ignominy on the Corvette's exalted powertrain history than this legendarily perfidious crank-triggered ignition unit.

That the OptiSpark turned out to be such a stinker is all the more disappointing in light of the technologically vanward thinking behind its basic design. By keying spark events to the crankshaft, the front-mounted Opti was able to provide a level of timing accuracy far superior to that of any conventional, top-mounted ignition unit. But when it failed-and boy, did it fail-the car's drivability tanked, leaving owners facing a host of drivability issues and a roughly $1,000 repair bill.

Fortunately, MSD now offers the Pro Billet LT1 distributor, a comprehensively upgraded OptiSpark unit designed to fit all LT1- and LT4-powered Corvettes. We covered the Pro Billet's particulars in a previous article titled "The OptiSpark Option," which appeared in our November, 2006 issue. This month, we offer an overview of an installation recently performed on this author's Polo Green '96 Coupe.

MSD LT1 Distributor Optispark Replacement
Here's our stock OptiSpark...

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MSD LT1 Distributor Optispark Replacement
Here's our stock OptiSpark unit prior to removal. Given the amount of crud that builds up on these things, is it any wonder they're prone to failure?

Because of the rather involved nature of the job, we strongly recommend having it performed by an experienced, Corvette-savvy mechanic. Fortunately for us, the folks at Brandon, Florida-based tuner Rev Xtreme had performed a number of Opti swaps over the years and were more than happy to help out. The highlights of the installation, performed by Rev X tech Kyle Briese, are included herewith.

In addition to its bright-red...

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...and timing-adjustment screw....

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Here's a shot of the Pro Billet...

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To ease plug-wire routing,...

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The MSD plug wires were too...

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This photo shows why braised...

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It's a wonder our stock Opti...

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Once the installation was...

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While we didn't see a horsepower improvement with the MSD Opti, the modified car did seem to pull with more verve in the higher rpm ranges. Furthermore, we expect the MSD unit's timing-adjustment feature to prove a real benefit as our modification regimen intensifies.

In the meantime, the Pro Billet LT1 distributor's reasonable price tag ($515-about $200 more than a factory replacement), top-quality features, and ironclad reliability make it a welcome addition to our budget-oriented '96. It may be late in the game, but thanks to MSD, installing your final Opti is now a reality.

Buick Know How: LT1 Optispark (ABITS) Distributor Operation and Diagnostics

2011-03-07T11:04:00.000-08:00

Buick Know How: LT1 Optispark (ABITS) Distributor Operation and Diagnostics - GM training video for the Optispark (ABITS) distributor system used on the LT1 and L99 engines.

How to Diagnose the Optispark Distributor

2011-03-07T10:58:00.000-08:00

How to Diagnose the Optispark Distributor - The Optispark distributor is a special distributor made by General Motors. The distributor was used originally on the Camaro and Firebird. The Optispark uses an optical sensor and close proximity spark plug wire orientation for efficient spark distribution. In theory, this design should work well. In practice it suffers from a lot of problems. Before replacing your Optispark, do a simple troubleshooting procedure to verify that your distributor needs to be replaced.

Difficulty: Moderate
Instructions

1.Check for any moisture on the outside of the distributor if your vehicle won't start. Optispark distributors are very sensitive to moisture. Dry the outside of the distributor with an absorbent towel. Try to start the engine once more once the distributor cap is completely dry.

2.Pull one of the spark plug wires off the distributor and lay a large screwdriver next to the bare terminal.

3.Crank the engine and have an assistant watch the distributor. There should be a solid, blue, electric arch jumping to the metal on the screwdriver. If there isn't, the distributor has failed and needs to be replaced.

Strategic Petroleum Reserve

2011-03-07T10:46:00.000-08:00

Strategic Petroleum Reserve - Drain, Barry, Drain: Obama taps the Strategic Petroleum Reserve

I guess in some twisted way this constitutes increased domestic production. President Obama is likely to tap into the Strategic Petroleum Reserve in order to combat the latest spike in gasoline prices.

The Obama administration is considering releasing oil from the Strategic Petroleum Reserve to help Americans facing a spike in oil prices as a result of unrest in the Middle East, Obama Chief of Staff William Daley said Sunday.

"The issue of the reserves is one we're considering. It is something that only is done -- and has been done in very rare occasions. There's a bunch of factors that have to be looked at. And it is just not the price," Daley said on NBC's "Meet the Press."

"I think there is no one who doubts that the uncertainty in the Middle East right now has caused these tremendous increases in the last number of weeks. ... All matters have to be on the table when you ... see the difficulty coming out of this economic crisis we're in and the fragility of it," he added.

Turmoil in the Middle East? How about Barry's green energy delusions that are keeping his offshore drilling ban in place. Could that have something to do with gas hitting $3.50 a gallon?

Maybe if we drilled for our own oil we wouldn't be so hamstrung by the never-ending "uncertainty" in the Middle East!

Meanwhile the Russians are moving in where Obama fears to drill. Right off the coast of Cuba, well within the Gulf of Mexico.

So we'll end up paying Vladmir Putin for oil we could have taken for ourselves.

Heckuva energy policy there Barry.

Apple iOS 4.3 Brings New AirPlay Features and Faster Safari Browsing [Apple]

2011-03-02T18:28:00.000-08:00

Apple just announced iOS 4.3 and it'll be available for download on March 11. It'll bring the Nitro Javascript engine from Safari on OS X, iTunes Home Sharing which'll let you play content over Wi-Fi, and new AirPlay features (App Store apps can use Airplay now). iPad users will get to use FaceTime for the first time and GSM iPhone 4s finally get the Personal Hotspot feature. Pretty much everything we've heard about already. iOS 4.3 will be available as a free download for iPhone 4 GSM, iPhone 3GS, iPod touch 3rd generation and 4th generation and iPad on March 11th (same day iPad 2 comes out). [Apple] More »

Source: http://feeds.gawker.com/~r/gizmodo/full/~3/rIct-qPfd88/apple-ios-43-brings-photo-booth-new-airplay-features-and-faster-safari-browsing

What is needed to use the Delteq Bare Bones Opti Direct System?

2011-02-23T18:23:00.000-08:00

What is needed to use the Delteq Bare Bones Opti Direct System?

The Bare Bones kit includes everything from the complete kit except for the spark plug wires and the coilpack. The coilpack consists of four coils and one ignition module. The relevant part numbers and OEM applications for the coilpack are outlined below:

1 ACDelco #D1980A Ignition Control Module (no known equivalent available)
Used on 1993-1999 Cadillacs with Northstar engine (VIN = 9 or Y)
and 1995-1999 Olds Aurora (VIN = C)

4 ACDelco #D555 Ignition Coils or equivalent
Used on over 1000 GM vehicles from 1984 to the present

eBaymotors.com is generally an excellent source for these coilpacks. You may want to check your local salvage yard as well.

Will the Opti-Direct Work on my car?

2011-02-23T18:21:00.000-08:00

Will the Opti-Direct Work on my car?

The Opti-Direct Ignition System is available in three different configurations to fit all LT1, LT4, or L99 equipped vehicles. This includes:

1. 1993-1997 V8 Camaro & Firebird
2. 1994-1996 Impala SS,Caprice, Roadmaster, Fleetwood
3. 1992-1996 Corvette

When you place an order for one of our complete kits, you can be sure that everything needed for your application will be included in the kit.

MSD Pro-Billet LT1 OptiSpark Distributor

2011-02-23T18:15:00.000-08:00

MSD Pro-Billet LT1 OptiSpark Distributor

Well I'm sure every LT1 F-Body owner knows what a pain in the ass the OptiSpark Distributor is on these cars. I can't even begin to tell ya how many stock opti's I have gone thru. Not even that but just having to replace the damn thing is such a pain as well, especially if your car is stock. I have never actually had a problem with the optical portion of the opti itself, my problem is from destroying the rotor into little pieces just like in the picture you see below. It's obvious to me that anyone who is pushing and decent amount of power and spinning their LT1 past 6k, is more than likely having this same issue as well. It seems to me that spinning the rotor that high that fast causes the rotor tip to eventually catch on the little black plastic ribs on the inside of the cap, thus causing the rotor to snap and break into pieces.

Well now MSD has come out with an aftermarket replacement opti that is really quite fancy. Some of the main features included are...

* Advanced optical encoder trigger design for accuracy and reliability.
* Easily adjust the timing up to +/-5°.
* Improved housing design and extra bolt eliminates leaks.
* Fresh air vented and sealed to keep the elements out.
* Large ball bearing stabilizes timing through 10,000 rpm.
* Rotor drive design is positively indexed and cannot slip.

I myself do not know how good this thing works as far as the rotor is concerned. I actually chose to delete my rotor from my opti since I am running a delteq coil pack setup on my car as well. I honestly just don't prefer to have a standard rotor setup with one coil pack for all 8 cylinders. I myself am running the MSD Opti, Delteq Coil Pack setup, all running thru an MSD DIS-4 box as well. As you can see from the pics below I chose to cut the rotor so that the base stays intact thus helping to provide support when screwing it down to the opti base.

This unit has worked out rather well, been running it for over ywo years now and not had any problems with it. Spinning clear to 7k RPM's. Not really the most cost effecient thing buying this unit and cutting the rotor out seeings as how your paying for it. But personally I feel going without the rotor is the best way to go. It's much nicer having some type of coil pack setup, weither it be the Delteq setup or Bob Bailey's LTCCcoil pack setup.

Free Opti-Direct System!

2011-02-23T18:08:00.000-08:00

Free Opti-Direct System!
Help us out and we'll help you out.

We have submitted the Opti-Direct System to CARB (that's the California Air Resources Board) for emissions compliance certification and we need a (Southern) California car to allow them to run some simple tests.

Test Requirements:
1) The requested vehicle is an unmodified 1996 or '97 Camaro Z28 with automatic transmission.
2) The vehicle must be stock and in good tune with no trouble codes.
3) The vehicle will be scanned to verify that no fault codes are set and all OBD-II tests are operating.
4) The Opti-Direct System will be installed.
5) You will drive your vehicle as you do normally for 500 miles, on a series of trips. Many OBD-II tests occur on "per trip" basis, so one 500 mile trip wouldn't be useful. Normal, everyday commuting and errands would be best.
6) After 500 miles, the vehicle is scanned again to verify that all tests were functioning and no codes were set.
7) Assuming no codes are set, test is complete and you keep the Opti-Direct System!
(If a code was set, we will repair the cause and repeat the test.)

If getting swag for what you do normally sounds like a good deal, call us today at 703-476-3566 and we'll set it up. We have a technical rep in the L.A. area to take care of the details and make things easy for you.

The Opti-Spark DEALERS & INSTALLERS

2011-02-23T18:06:00.000-08:00

The Opti-Spark DEALERS & INSTALLERS

When choosing an installer or dealer, check them out thoroughly, then use your best judgment. The listed companies are independent businesses and Delteq can neither control nor be responsible for their actions.

CALIFORNIA

Goodies Speed Shop (formerly Speed Merchant) (Installation Available)
345 Lincoln Ave.
San Jose CA 95126
Contact: 408-295-0930

Colorado

RMCR - Rocky Mountain Competitive Research (Installation Available)
2275 Waynoka Road
Colorado Springs CO 80915
Contact: 719-574-0625

ILLINOIS

NCR Motorsports (Installation Available)
1609 N School St
Normal IL 61761
Contact: David at 309-287-3658

MARYLAND

ELD Performance
Every Last Detail 1 (Installation Available)
2421 Crofton Lane
Crofton MD 21114
410-451-0202
power@eldperformance.com

MINNESOTA

Track Time Motorsports
651-203-8009
Email Track Time
TPIS - Tuned Port Induction Specialties (Installation Available)
4255 Creek Road
Chaska MN 55318
952-448-6021

OHIO

PACE Performance (Jim Pace GM Parts Warehouse)
430 Youngstown-Warren Road
Niles OH 44446
1-888-748-4655
Email PACE Web Sales
Email Tech Questions
Scott Racing & Performance (Installation Available)
4625B Carlynn Drive
Cincinnati OH 45241
513-489-1197

VIRGINIA

ELD Performance 2 (Installation Available at ELD1 in MD)
Every Last Detail 2
10009 Hull St. Rd.
Richmond VA 23236
804-674-8700
jimmy@eldperformance.com
HP Works (Installation Available)
2410 Stoney Knoll
Colonial Beach VA 22443
Contact: Larry "Senior" Strouth at 804-214-9063
Larry's email

Why does the Opti-Spark Design Need Improvement?

2011-02-23T18:03:00.000-08:00

In theory, the Opti-Spark design is good. In fact, high-resolution engine speed sensing leads to extremely accurate ignition timing, and was a rare occurrence even on high-dollar sports cars back in 1992. In practice however, quite a few things are problematic with GM's execution of the Opti-Spark distributor.

First and foremost, there are the typical wear, heat, and moisture problems associated with a distributor cap and rotor. Since most Chevrolet V8 engines feature an easily accessible rear-mounted distributor, it is not a big deal to change the cap and rotor every 50,000 miles (or sooner in high performance applications). Plus, the availability of standard-style cap and rotor assemblies makes them extremely cheap. These facts do NOT hold true for engines with the Opti-Spark distributor.

From an accessibility standpoint, both the water pump and the crank pulley need to be removed in order to gain access to a failed Opti-Spark distributor. On Camaros and Firebirds in particular, this is not a quick (or fun) job.

From a reliability standpoint, the environment at the front of the engine is notoriously harsh for things like heat, water, and debris (not to mention other variables like leaky front crank seals and worn, leaking water pumps!), but the Opti-Spark distributor is not even sealed on 1992-1994 models! Later versions of the Opti-Spark incorporate a seal and venting provision, but are by no means free of problems.

From a cost standpoint, the Opti-Spark units can retail for well over $400, depending on model year. Dealers have been heard to quote over $1000 (parts and labor) to replace this item!

To add insult to injury, the Opti-Spark distributor uses a "Correct-a-Cap" design that places the spark plug wire terminals on the proper side of the engine for easy spark plug wire routing. To do this, the terminal traces molded into the distributor cap must come extremely close to one another, which leads to premature arc-over in high-load applications and applications using constant high-voltage (Capacitive Discharge) ignitions. Not good.

But not all is defective on the Opti-Spark distributor. Inherently, the optical sensors are fairly robust. For most applications, the sensors are not the cause of most problems. To prove this fact, Mitsubishi manufactures the Opti-Spark sensors, and variations on these same sensors can be found on most late model Mitsubishi and Nissan applications. Reliability problems with the optical sensors on the Nissan and Mitsubishi vehicles are simply not present in anywhere near the same quantity as the LT1 and L99 engines. This would suggest that the main problems with the Opti-Spark distributor are not the sensors, but the cap and rotor.

The Delteq Opti-Direct Solution

2011-02-23T17:49:00.000-08:00

The Delteq Opti-Direct Solution - The Delteq Opti-Direct system solves most of the LT1's Opti-Spark problems by converting to a distributorless system similar to that used on the Cadillac Northstar engines. With high voltage removed from the Opti-Spark, the problems of cap & rotor wear, internal arc-over and cross-firing vanish. The rotor can be removed, preventing the problem of high RPM rotor failure, seen on many race applications.

The distributorless system consists of four high-output ignition coils, each firing two spark plugs. The four-coil system is able to produce longer charging time than a single coil system, even at high engine speeds, which means more energy to the plugs when it's needed most. The system is well-proven in its Northstar application with a stock redline of 6500 RPM and a recommended tune-up interval of 100,000 miles!

The Opti-Direct system is easy to install. Every kit is 100% plug & play, so no cutting, splicing or fabrication is required. Each application is custom-designed for a specific vehicle, so it's a perfect fit every time.

Included with the Opti-Direct system are:

# Delteq Opti-Box (the "brain")
# Plug & play wiring harnesses
# New Delphi ignition module with 4 coils (the "coilpack")
# Application-specific brackets
# Custom 8mm double-silicone spark plug wires
# Labels for coils and spark plug wires to aid proper connection
# All stainless steel fasteners (No rust!)
# Detailed instruction manual

Experienced "driveway mechanics" should be able to install the basic system in an hour, plus the time required to run the new plug wires.

Opti-Direct Requirements

The Opti-Direct (and every LT1 ignition system) uses the Opti-Spark sensors to determine crankshaft position and calculate the spark timing. Therefore, any Opti-Spark-related trouble codes must be resolved before installing the Opti-Direct. Unfortunately, this sometimes requires Opti-Spark replacement at additional cost. On the good side, Opti's seem to last longer without all that high voltage running through them.

Delteq offers a one-year limited warranty on ALL parts of the Opti-Direct Ignition System. The Opti-Direct Ignition System has been submitted for CARB approval.

Download Opti-Direct Manuals :http://www.delteq.com/support_manuals.htm

What is the Opti-Spark Distributor

2011-02-23T17:44:00.000-08:00

When GM introduced the LT1 engine in the 1992 Corvette, it was a major advance in V8 pushrod engine technology. Reverse-flow cooling helped it run higher compression ratios on pump gas than ever before. Multi-port fuel injection with a newly designed intake allowed the engine to get incredible fuel economy while maintaining good top end power. Best of all, when GM started installing these engines in the 1993 Camaro/Firebird platform and the 1994 Caprice/Impala SS platform, true high-performance small block power was made available to the masses. For the most part, the LT1 earned every bit of the praise it received.

After people put some mileage on their LT1-powered cars, Opti-Spark Ignitions began to fail at a fairly high rate. Vehicles operated in wet climates were even more susceptible to problems. What was causing problems with the Opti-Spark?

In order to understand the problems with the Opti-Spark Ignition, a brief description of the system is necessary. Quite simply, the Opti-Spark was a new distributor design that debuted on the 1992 Chevrolet Corvette LT1 V8. All LT1 (5.7L) and L99 (4.3L) V8 engines made between 1992 and 1997 were equipped with the Opti-Spark distributor. This would include all 1992-1996 Corvette, 1993-1997 Z28 and Trans Am/Formula Firebird, and 1994-1996 Caprice, Impala SS, Buick Roadmaster, and Cadillac Fleetwood applications. The Opti-Spark distributor was driven directly off the front of the camshaft. Consequently, the LT1 and L99 engines featured many design changes from the "old-style" small block to accommodate the new "front-mount" distributor location.

The term "Opti-Spark" describes the two functions of this distributor: optical ("Opti") engine speed and position sensing, and high voltage ignition distribution to the eight spark plugs ("Spark"). To perform these tasks, the Opti-Spark distributor contains a high-resolution engine speed encoder, a low-resolution engine position encoder, and a standard distributor cap and rotor assembly.

The high-resolution encoding is done with a 360-tooth trigger wheel spinning at camshaft speed. An optical sensor reads these spinning teeth, and creates a simple 0 or 5 volt signal, depending on whether an opening in the teeth is or is not present. As the trigger wheel spins with the engine, this 0 or 5 volt signal becomes a square-shaped voltage signal, or "square wave" in technical terms. This signal is then sent to the engine management computer to determine engine speed.

Once the computer knows the speed of the engine, it needs to calculate the engine position in order to establish spark timing. To accomplish this task, the low-resolution engine position encoder disk is utilized. The low-resolution sensor itself is essentially identical to the high-resolution sensor. However, the low-resolution encoder disk only contains 8 teeth. Four of the teeth are of the same size, and occur at 90-degree reference intervals (these four teeth help to give quick synchronization during start-up cranking). The other four teeth have varying tooth widths. From these variable-sized teeth, the computer uses a fairly simple algorithm to determine engine position.

The data created by the high- and low-resolution sensing system is ultimately used by the engine computer to generate one thing: ignition timing. The timing signal is sent from the computer to the ignition module, which is located next to the coil on LT1 and L99 engines. The ignition module then sends a high current “charge” signal directly to the ignition coil. Once the ignition coil is charged, it fires a high voltage electrical charge to the Opti-Spark distributor cap. The rotor inside the Opti-Spark distributor then distributes the spark to the appropriate cylinder via the distributor cap.

There are two slightly different versions of the Opti-Spark distributor manufactured by GM. The first design version was made between 1992 and 1994. Other than some small vent holes, the first design Opti-Spark had no provision for evacuating built-up moisture. Also, the caustic ozone gases created by the ignition process were also left inside the distributor with no vacuum removal. This design was replaced in 1995 with a vacuum-vented Opti-Spark (1994 B-Body cars received the updated Opti-Spark before the F-and Y-Body cars). Along with the new venting provision, the second design featured a redesigned cam drive and a different electrical connector.