MazterDizazter

so much that I'll probably never afford it along with the two turbos, wastegates, and downpipes required for it

I can't believe you were able to weld that flange!!!

Because I'm tired of messing around with bolt-ons, lol.

Yes, but faster Homer : There is the right way, the wrong way and the Max Power way. Bart : Isn't it the wrong way? Homer : Yes, but faster.

I dunno about you guys, but 2hrs at my day job nets me $21.90 before taxes. Not gonna buy me too too much extra stuff. Maybe a nice "how-to" book or a polished somethingorother.

Strangely enough I didn't think to hit it with a hammer, I just figured we could use our body weight to break it free. Thankfully, my impact gun zipped it right off. I love air tools

I didn't read up on this particular subject here, I posted the two sources I did get above. I happened upon the idea when I was reading up on how to run the GM LS1 coil packs that rontyler is selling. Since I blindly bought a set without any knowledge on how to make them work, I figured it was a darn good time to find out.

Wait, wouldn't we all want to eke out every last horsepower? lol

Oh I want one sooooo badly, lol. If it's more than $2k then F**k it cuz I can get one made for that much.

Blast, you caught me, lol. Yeah, I'm still not sure why I bought that one... I plan to upgrade to ITB's in the future, so I just needed something simple for now.

I was waiting for him to read this thread, lol. I'm hoping to run a Wolf V4 3D ECU; I had planned initially to use MSII but someone offered to trade me the wolf unit for some parts I'm selling, and it sounds pretty appealing.

That is the only ZG I've seen that I actually like...really, really like.

Don't tell me I stumped you guys...

HOT.

Currently under construction, but here's what my '73 looked like before I pulled everything apart:

I've been reading up on the similarities/differences between batch/sequential injection and how it would relate to my L28ET setup. This all came up when I was researching how to custom make a crank-angle sensor in order to run Denso individual coil packs. Certain crank triggers do or don't allow sequential injection so I wanted to see which would be ideal. To my understanding, or according to my sources, there is very little difference between the two. It seems that sequential injection runs smoother on idle and possibly low-RPM operation, but at high RPM's there is little to no difference between the two, which seems understandable given how quickly valves are opening/closing and injectors are firing. Here are my sources, I'll make reference to them next: http://www.sdsefi.com/techseq.htm http://members.rennlist.org/951_racerx/SequentialVsBatchFiring.pdf Since I will be running a fully-programmable ECU, I have the option to do either. I will be paying for dyno-tuning, so I am concerned that the extra parameters needed to tune the engine for sequential injection may translate to extra cost on top. However, if there is an advantage to running sequential injection, be it lower fuel consumption (pretty sure there wouldn't be) or a significant reduction of emissions (with no reduction in performance, of course), I would like to do that. Something interesting I noted that may actually lend credence to batch-firing: according to the second link, it appears that batch-fired injection may help the turbo to spool under low RPM's because of an extra little boost in combustion. I could be wrong, but that almost looks like pre-ignition (or detonation, or something like that) to me. Another interesting thing I noted (read second link under "Variation 1: Double fuel output on sequential system) is this: "Another scheme for sequential fuel-injection is to dump in twice as much fuel during a single 360-degree cycle of the batch-fired system. This requires using injectors that are TWICE as large and a fuel-pump that can deliver TWICE the volume at the same pressure. With this arrangement, the difference in fuel-delivery between the two methods is again 50%." This means that if I run injectors and pump that are twice as large as normal (ex. 1100cc instead of 550cc), I could maximize the amount of fuel being used while the intake valves are open and reduce (or eliminate) fuel being dumped onto closed intake valves, correct? If so, that seems like a much more efficient system. Please let me know if I'm missing anything here. I am a complete n00b when it comes to fuel delivery, so any and all help is appreciated. I'd really like to have my mind made up on which system to use well before I get to the dyno. Thanks everyone!

Hey guys, I'm looking to get an EMS for my Z pretty soon; I planned on getting MSII but I have someone offering to trade me a Wolf V4 3D. Firstly, does anyone here run this ECU here? What do you think of it? Also, it is currently wired for a Mazda RX-7, how difficult would it be to modify it to work with my L28ET? Lastly, will it work with distributorless ignition, and a MAP sensor? Does anyone have a link with the ECU's features, in case I can't find one? Any and all help is appreciated, guys! Thanks!!!

You're absolutely right. I realized after I had spent all this money that I'm putting all this high-tech stuff on one dinosaur of a motor. For the money I've spent so far I probably could've had an RB25 or maybe even RB26 swap done and running by now, but the money is spent, and I have to make the best with what I have. I hope in the future to upgrade the restrictive stock intake/exhaust manifolds and open up the headflow as much as possible, but right now I just want to get the damn thing running, tuned properly, and reliable/safe. At that point I have to balance the suspension, brakes, and safety equipment to match, or rather hopefully exceed the power output. Then I can worry about making more power.

Hmm, I was kinda hoping for more...but aren't we all? lol

Wow, that's nuts!. So, can you give me a ballpark on how much power I could be making? -Stock rebuilt block, MLS head gasket and ARP hardware, adjustable cam gear, possibly mild head porting but not likely to happen -T3/T4 .60 trim turbo, internal wastegate (I think) -550cc injectors, 255lph fuel pump -FMIC w/ 3" piping -diapragm-style BOV, vented to atmosphere -ported N42 intake manifold, 60mm TB -custom 3" turbo-back exhaust -MSII w/ 4 bar map sensor and wideband 02 -DLI w/ LS1 coil packs and....EDIS electronics? boost set at....I dunno really, some help here would be appreciated.

I highly doubt the stock turbo and fuel system could create enough bang to coax 300hp out of that engine, but if you've got proof... From what I've seen you've worked on more than your fair share of Z cars, Scoutman

That is a Cannon manifold for mounting triple carbs. I plan on keeping it for when I upgrade to ITB's. You can still order it online, but I forget where

Neither can I! Hahaha I'm still waiting on a shipping quote for the Z32 trans/driveshaft/bellhousing adapter. I'm also trying to get an engine swap done on my friend's MR2 so I can get paid and buy the necessary parts for an engine rebuild. Annnd waiting for a nice day so I can paint the engine bay and put the body panels back on Ooh ooh, and I decided on a color, finally. I was going back and forth between repainting it british racing green, going back to the original color, silver, or painting it the obligatory but very handsome midnight blue. I think I have chosen silver. I saw this S30: http://youtube.com/watch?v=7DsyyndCfIQ&feature=related and that swayed me quite a bit. I might put a poll up later and see what everyone else thinks, not that their opinions really matter but why not, lol.

Nice find!!!

Yikes, everyone just calmmmm down. I too have all those turbo parts sitting in my Z's hatch and stock brakes... call me an idiot too, I don't care. When I get the thing up and running, and tuned properly, the next thing on the list is the Wilwood 4-wheel disc upgrade.