HowlerMonkey

Video of it running.

That dude is cool!! Looks like a fun car and I love insane projects like this. Reminds me of this bike. Or this tractor.

This is because the stock fuel system uses both mechanical and electronic "computers". The mechanical computing done by the air flow meter is carried out by the spring tension and rate through it's range of travel on the airflow meter flap and flow through the bypass port. (yes the bypass port affects more than just idle and does have an effect on light throttle cruising) The ignition timing mechanical computing is done by the the vacuum diaphragm diameter and spring tension working against it as well as the mass of the mechanical advance weights and the spring tension . A high performance camshaft will require a "re-calibration" of both the mechanical computational devices and the electronic computer to yield good results in all circumstances. If you ever spent time recurving a distributor back in the 60s or 70s, you will know how much trial and error is required and try to imagine the additional work required to "re-curve" the mechanical computation portion of the fuel system as well.....but without the benefit much information at all since only a few have attempted it. Think of it as setting up carbs and distributor curves which is difficult enough and then add a computer that has it's own "curves" and was carefully designed to work with the stock parameters of the distributor and airflow meter. Going to a Z31 engine management system with MAF and an editing suite like nistune would be a lot easier to make the engine happy across a variety of hardware changes.

For some reason, I was expecting one of these kriedler 50cc racing bikes with 14 forward speeds.

Those look like the hood scoops we sold at electrodyne in the early 80s.

I guess you're talking about he ZD30? If so, the fact it came in later nissan patrols means it might bolt to a FS5R30 tranny.

Here's one of the first implementations of "turbo compound" in the wright 3350PRT (prt stands for power recovery turbine). This one is in the naval aviation museum and you can see the 3 power recovery turbines at the rear of the engine with the exhaust pipes (look like a genie bottle but with two outlets). They drive the crankshaft through a torque convertor type device (fluid clutch) and bevel gears. They add 600hp to the engine output. Strangely enough, they have this engine in front of an airplane that never used a power recovery turbines version in the skyraider of squadron VA25. My dad flew 6 missions in that airplane behind the engine. You guys might have seen him on dogfights in the story of the skyraider that shot down the mig 17 (jet fighter). Hijack off.

15 btdc is what I have my L28et at. The tps should only have continuity at zero throttle opening (idle position). I find an unbelievable amount where somebody adjusted the throttle body open to compensate for low idle and ending up having the idle switch never making contact because of the throttle opening. This will throw off timing since it is different with the switch in the on position than off for the same throttle opening.

Not used in S130s. The S130s used both the oil pressure switch and alternator output to energize a relay and later ones had up to 3 fuel pump relays. To check the air flow meter for compatibility, I would check manuals for both the maxima......or 1982 280zx n/a and compare the testing proceedure and resistence expected on the terminals.

I've swapped a 1982 280zx air flow meter into a 1984 maxima L24e engine. I think the early L28s before 1979 require a microswitch inside the airflow meter for the fuel pump control.

If it wore out the tire quick, I would check the toe. Camber doesn't wear tires out quickly but a toe problem will.

Oil or unburnt fuel from not firing? Does the car have a miss? Is the car smoking? What is the compression pressure in that cylinder. Answers to these should pinpoint the problem.

Check your throttle position sensor to see if the switch is on only when the car is at dead idle and make sure you didn't use any conductive silicone on any of the connector boots whether on the tps or the air flow meter. Also........are you running the turbo injectors with the turbo ecu?

Yes, I believe benetton still had bmw power when Teo Fabi drove that beast in 1986. I remember seeing him get the lead of a F1 race for the first time and the engine grenading half a lap later. Early 80s was Nelson Piquet in a BMW powered car but can't remember if it was a Brabham or tyrrell. The f1 guys should have seen it coming when this car came out in 1977 with an earlier version of that powerplant. It's for sale. http://www.johnstarkeycars.com/pages/for_sale/BMW320T.html

Your rasp will be gone and replaced with a sweet rich deep tone at idle speed. What's amazing is the low frequency element of a turbo L28 with minimal muffling. It's almost quiet enough that you can't hear it idle from 50 feet away but car alarms will surely know it's there.

My ecu injector driver #4 has gone intermittent after a month of being my daily driver. It seems the 1981 280zx turbo dropping resisitors don't drop the current enough because adding the 6 ohm resistors to the 2.6 ohm injectors, the ecu sees 8.6 ohms instead of the 12 to 15 ohms the M30 ecu expects. I'll guess I am running too much current and it's hard on the drivers at high duty cycles. We'll see if this affects injector opening times and messes up my fueling. EDIT: Turns out it was just a cold solder joint where the connector meets the board. Ever since the 1981 280zx turbo, nissan has had connector as well as cold solder and cracked board issues causing intermittence.

I believe a marine powerplant manufacturer offered turbocharged LD28 at some point but information is a bit sketchy now.

Man....nissan should have come up with the color 20 years earlier rather than that bronze they used back then. Cool thought on keeping with a real nissan color.

I honestly don't know what is better now. The 944GTR has the long tubes. It made 600hp out of 2.5 liters in 1987 for hours on end though IMSA was already working toward sanctioning out turbo cars at that point. Al Holbert's death put an end to anything more than privateer development.

Not much left to do on the exterior. I wish I had one that close to perfect.

The Ld28 could run into egt trouble with more than 8psi and the stock pump. I'm not really sure what the power potential with longeivity as a concern is on one but there are a lot of blown head gasket stories on relatively low boost. Might want to talk to these guys....they have a forum dedicated to the LD28. http://nissandiesel.dyndns.org/index.php?sid=7273971a8cb1168b8abc5d5e5eb1c2fc

Manual was only available on 1983 but some might have one with a production date before 8/82. Turbo egr tubes are all the same.....don't rememer if N/A were but most likely. As far as the FS5w71b tranny from the non-turbos.......it is easily as strong as the borg warner T5 that nissan though they needed.

Missed the part about the inside of the tires being worn. If your rear tires are less worn on the inside try swapping back to front and see if that changes things.

Loose wheel bearings can cause wander as well as a toe out condition.

Wow! that 318 with L28 is sweet! If you have some good U-pull yards around, you will find them indespensible when doing research on unusual swaps. I've actually pulled an engine from one car and suspended it in the engine compartment of another to see if the swap would work. They look at you funny when you leave covered in dirt and grease but without anything to purchase.