Bernardd

BINGO!!!! I don't think lack of load will be a problem but who knows. I'll try it and see what happens.

I don't want it wired in the traditional fashion. I want to use one coil per cyl, as in coil per plug. What I wanted to know is how I wire the other plug output (the other end of the coil). I've since figured it out and will be testing it soon.

You need the power transistor, efi relay and the cyl head temp sensor. The power transistor grounds the coil through it's case so make sure it's well grounded. The other components are straight wiring as per wiring diagram.

I'm expecting you to bring your car out for some tearing around on friday nite. I'll be staying in Santa Ana.

Can the edis coilpack be used in a coil per plug setup by grounding one end of the secondary coil? I have the option of wastedspark or single coil per cyl in my new setup and have edis coils available for cheap.

I just bought my ticket to fly out for the MSA weekend. Any other "import's" going?

Bring it to the MSA show. And then let me rip around in it. Hell, I'll drive it from Denver to LA and back just to save you the "hassle" of getting it there.

That's exactly what happened to the muffler on my car.

I have the same turbo. It's the stock turbo from a 92-94 non idi ford 7.3 turbo diesel. It's a unique h-trim t04b and I've been told by several turbo builders that it flows 55lbs/min when inquiring about upgrades. It's prone to surge which makes it not the best choice for a stockish cam/head combo on the L engine. I had nasty surge issues with the .63 hotside but I'm happy wiht the .82 and the car is a lot stronger on the top end.

As far I know the turbo 4n's have 4 gear planetary's. You are correct in that the holding power of the various tranny's is tied to the clutch's and valving. And I would also say that the hydraulic version would be easiest to work with.

I have the specs for a 600hp 4n/3n if you want them. It's not much extra work to make it hold a lot more power and if you want to make it a full manual shift that's easily done along with the shift kit mods. Can you tell me if the planetary in that trans has 4 gears or 3 gears? I am looking for a 4 gear set to get the rated power of my trans to match the next setup for my car.

Interesting thread. I have no problems with a single (blaster ss) setup and oem parts.

I don't see any benefit to doing this unless you can tune the ecu. While the obdII ecu might be able to keep the afr's ok in an NA application, I doubt it would be able to for a setup with forced induction, and then there's the timing aspect which is far more critical. The only reason for consult (in my case) is to allow nistune access to datalogging the maps to make tuning easier. I switched to the M30 ecu to get away from the prototype nistune board I was using and to have accel enrichment for crisper response.

Forgot to add that the lift is .490 on my cam.

I have a robello cyl head with these cam specs: 21BTDC closes 65 ATDC. Exhaust opens 65 ABDC closes 21 degrees ATDC lobe centers 112 overlap 48 duration 266. The moved the stock cam's torque curve up 200 rpm. The closest stock cam would be the L26 cam.

1972 amc matador 4dr. 125.00 It was used to flat track in the north 40 at the farm. I was 14yrs old and earned by taking down a 1/4sec of 4 strand barb wire fence.

Interesting, I design distribution for the provincial power utility. I also have a journeyman ticket and used to do repair work during storms. Fun stuff.

The 300zx ecu is tunable with inexpensive software easily available.

For 7 psi I would run the stock efi with the cold start injector providing extra fuel (methonal injection work as well) and reducing the timing by a couple of degrees. To mount the turbo you can make an adaptor that mounts to the existing manifold then to the turbo. You'll also need to make a feed to the turbo and the drain which means drilling into the oil pan.

The 4n is a 3n with overdrive. The valve bodies are so similar you can use the changes outlined in the thread on your 3n. The only advantage the 4n has besides the overdrive is that the turbo 4n has a 4 gear planetary gearset. The trans is very similar to a modified c4 except it already has good the good stuff in it that the builders put into a c4. With the 4 planetary gearset KEAS rates the jatco to something like 600whp, 475whp without. 4r trans is not an upgrade at all unless you have the twin turbo auto. Then you can pay 700-1000 for your valve body alone with a 600whp rating. It's also very simple to manualize the 3N/4N transmission.

start here: http://z31.com/forum/viewtopic.php?t=255&highlight=keas i also have rebuild specs if you want. pm me

At minimum you want the stock auto to have a shift kit. A 5spd setup needs somewhere around 75 or so more hp to keep up with the auto in the 1/4 but won't be as consistant. A lot depends on the driver of course.

John, have you measured the backpressure before the turbine inlet with the current exhaust manifold? When I max out my current setup, assuming the motor withstands it, I'll be looking at doing the same. My goal is a bit different in that I want similar spool but more power.

I run a felpro and arp studs. No problems here.

Visit nistune.com to see what can be done with factory nissan electronics. The z31 maf/ecu/chopper wheel on an L engine will take well into the 400whp range with larger injectors and tuning. No need for a btm or rrfpr. I use an infiniti M30 for the consult port datalogging feature as well as the sequential injection at low load.