Mack Posted October 5, 2004 Share Posted October 5, 2004 o.k. so i am this freaking close to putting this M30 VG30E fully sequential system on my 280ZX, my only question is how do I time the injectors? the L28E has a firing order of 1-5-3-6-2-4 and the VG30E is 1-2-3-4-5-6. now, if I want to see the full benefits of a sequential system, the injectors must fire in the proper order, so this means that I would have to put the VG #1 inj wire on the L28 inj #1, VG2 on L5, VG3 on L3, VG4 on L6, VG5 on L2 and VG6 on L4, am I right, or am I right? lol any input? thanks! Mack Quote Link to comment Share on other sites More sharing options...
EZDUZIT Posted October 5, 2004 Share Posted October 5, 2004 I am in no way an expert but when Nissan did my injector recall on my 84 300ZXT they did not use the individual wires. They took one wire on the left and right, basically they used one injector wire for 3 injectors. I diden't like the idea but they told me that after a certain RPM they all fired the same time anyway. The gas will not enter the cylinder until the valve opens anyway. So that could be something to think about,it could save you some time. Quote Link to comment Share on other sites More sharing options...
Bernardd Posted October 5, 2004 Share Posted October 5, 2004 z31's don't have sequential injection. You're wiring is correct for the M30ecu. That's how I was gonna do it. Quote Link to comment Share on other sites More sharing options...
cheftrd Posted October 6, 2004 Share Posted October 6, 2004 The only way to optimize sequential injection is to run the car on a brake dyno that can hold the car at a given RPM at full power and adjust the injector timing to where the engine makes the best HP or best emissions; whatever you're looking for. Then, step it to the next level and go again. Your cooling system better be up to the task of keeping the engine cool at sustained power output. That said, the hp increase you see under 3000 rpm won't be worth the dyno time. Above 3K there won't be a difference. The main reason behind sequential injection is economy and emissions. Quote Link to comment Share on other sites More sharing options...
Mack Posted October 6, 2004 Author Share Posted October 6, 2004 economy is one big thing that Im going for. Also, I do beleive that this system will give me a bit of a power bump over the flap style AFM system that was fitted as standard on the L28E's. Also, I was lead to beleive that the MAF system is a bit more flexible when it comes to engine modifications. Mack Quote Link to comment Share on other sites More sharing options...
cheftrd Posted October 7, 2004 Share Posted October 7, 2004 economy is one big thing that Im going for. Also' date=' I do beleive that this system will give me a bit of a power bump over the flap style AFM system that was fitted as standard on the L28E's. Also, I was lead to beleive that the MAF system is a bit more flexible when it comes to engine modifications. Mack[/quote'] Any EFI system will give you quite a "bump" over a flapper door. The best EFI system for making power with a turbo engine is speed density (air flow meter-less). Economy would be a MAF hot wire system like the stock RB26 uses. However, you must run air cleaners, and you must keep the meter clean inside to realize these bennifits. Most aftermarket cleaners that I've used on the RB26 don't stop dirt very well and lead to poor running due to dirty MAF's. MAF is flexable for idle characteristics on big cammed engines, but they must be run before the turbo to work properly. If the MAF is small enough to create the kind of air velocity needed to trim idle range fuel, it will be a restriction at higher RPM ranges. If it's large enough to pass air at max power with no restriction, the air velocity at idle will be poor, and you would have better luck with a speed density system. Hope this helps Matt Hutchens, Motorworx Race Systems Quote Link to comment Share on other sites More sharing options...
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