CamH

If you need one, I have a 300ZX Turbo MAF I can sell you. Let me know, I am down in Oceanside so we can meet up somewhere and you won't have to pay for shipping.

That turbo looks like it has an internal wastegate. You just need an actuator for it.

Can you just copy the files over to the regular 64bit program files directory, then? (keeping them in both locations) It would hog up some space, but it seems like it would work.

Download this: http://www.microsoft.com/downloads/details.aspx?FamilyId=941B3470-3AE9-4AEE-8F43-C6BB74CD1466&displaylang=en

I can play this game. Me with a 7M-GE head in the middle of a head gasket job on a MKIII Supra (which just blew again a few months later.)

I paid $100 for mine which I got off another member here. You ought to be able to get one in that price range.

Yeah, but you will end up with a crappy compression ratio (like 7.3 to 1 or so)

Hey, guys, just an update: I think a part of my problem was that one of the injectors I got was junk. I swapped them out for a new set of RC Engineering PL9-550 550CC injectors and the car runs much better! It pulls extremely hard with no backfiring or anything. New turbocharger is going on very soon now.

To me, that really sounds like a headgasket. It is probably blown between the piston and coolant passage. That would explain lack of compression, coolant out the exhaust, and losing coolant. It wouldn't hurt to pull the head and check things out, as it is a very easy job on our cars.

You can also find fiberglass and carbon fiber kits at http://www.thezstore.com/page/TZS/CTGY/7BSA02

I think he probably means that it makes it a little harder to take off from a stop, because the engine will want to rev up much faster, and also has less rotational mass which makes it easier to kill.

Nice car, but he was driving so slowly!

Wow! That is really awesome. I'm running similarly sized injectors and I have a T3/TO4e turbo that's going on next weekend! I was aiming at that sort of power and it looks like, from your results, that I should be in the ball park! Great work!

OK, guys, it looks like I have a lot of different stuff to try on my next drive. Thanks for the advice everyone. I'll post another MSQ and log after my next drive

Hey, yeah I copied cygnusx's (I think) accel settings who has similarly sized injectors. I will give that a shot the next time I take it for a drive, but I'm kind of curious as to how you came up with that. Would you mind explaining your reasoning so I can get a better understanding?

Alright, here is the MSQ and datalog if someone feels like taking a look at it. http://henlin.org/msq&msl.zip

Which ECU, wiring harness, distributor, etc are you running?

You are so right! I made this change this morning, and it seemed to help quite a bit. I reset my VE table to a more "sane" setting (I actually copied someone's VE table from the MSQ sharing thread) and it has almost completely solved the surging issue. However, I am still getting some slight backfiring. I'll post the MSQ and log this afternoon when I get home from work to see if I can get some additional good advice.

z-ya posted that the 100%/25.5ms settings were if I was using a resistor pack, which I am not. So I was using the correct injector settings from his table all along.

I have been running a set of DSM 450CC Injectors (blue top) for the last couple of weeks. I have been having issues with AFRs around my boost threshold at freeway speeds. (2500-3000RPM in 5th while cruising) I did not have this problem with my old 280ZX Turbo injectors. No matter how low I edit my VE table, I cannot get my AFRs to go above approximately 10, however they will momentarily jump above 10 (maybe up 11 or 12, but, really all over the board). This makes the car "surge" (wanting to accelerate, then falling on its face momentarily) Also, if I am accelerating hard through it, I will sometimes get backfires (I have been avoiding accelerating hard due to this reason) Another thing, I posted this in the Injector thread, but it may possibly be related: I have a question about the settings for the 450CC DSM injectors. I know what you state in the spread sheet, but there is some other information floating around for those injectors as well. Namely: http://forums.hybridz.org/showthread.php?p=562900 The part I am most interested in is that the other thread states the following: PWM current limit % 100 PWM Time threshold (ms) 25.5 Which does not at all match the spread sheet. Which settings should I trust? I am using the factory L28ET RRFPR still. Could this be causing issues by forcing more fuel in by momentarily jumping up the fuel pressure, and possibly dropping back down? Should I try to rectify the issue by capping off the vacuum reference ports for the RRFPR? Thanks for any help I can provide some datalogs and numerous "testing" MSQ files as examples this afternoon. I just wanted to see if I could get some ideas during the day.

Hey guys, I have a question about the settings for the 450CC DSM injectors. I know what you state in the spread sheet, but there is some other information floating around for those injectors as well. Namely: http://forums.hybridz.org/showthread.php?p=562900 The part I am most interested in is that the other thread states the following: PWM current limit % 100 PWM Time threshold (ms) 25.5 Which does not at all match the spread sheet. Which settings should I trust?

Yes you can. It will be easier to get a fuel injected L28ET running properly though.

Yeah, the disk is the same on that. Shoot me a PM if you want my ECU.

I have a 300ZX Turbo ECU and MAF, but I don't have the chopper wheel anymore...

Check out this thread: http://forums.hybridz.org/showthread.php?t=122978&highlight=surge+tank Also I can't speak about the air regulator because I've never ran one on my engine.