Early start tomorrow, taking all this down to Doncaster for a rebuild.

 

Tight fit but that's a full engine split into its base components.

 

Looks good! who's doing the build?

Why aren't you getting Jimmer to do it ?

Timescales mainly.

 

I want the build complete by late next month then get the zed back on the road to test.

The ultimate test for Mike and his team and from what I have seen he knows his way around a Z engine. It will be so good to see you zedding again Lee and what an Awsome show car it will be.

Is Mike and his team known as Outlaw Customs?

Is it just a stock rebuild lee or something more exciting?

Is Mike and his team known as Outlaw Customs?

 

Yep.

New forged pistons, and upgraded injectors, already had new turbos

New forged pistons, and upgraded injectors, already had new turbos

Will you be using Nismo 740cc's or even bigger?

Nismo 615cc, after I find the best place to buy them

Out of interest I checked the prices of the Nismo 740's last week from Nengun and RHD Japan, both similar at approx

£650, so 615's might be a touch cheaper, but 740's might suit

your spec better?

Just get the 740s and a chip from SpecialtyZ, job done.

Good luck......!!

Just get the 740s and a chip from SpecialtyZ, job done.

Agree and taken from CZP site:

 

Nismo 740cc injectors are considered the "gold standard" for the 300ZX. They are the only direct-fit injector that is manufactured at 740cc, all others are redrilled at the time of this writing, which means the Nismo 740 is more reliable and consistent. These offer the following advantages:

Just get the 740s and a chip from SpecialtyZ, job done.

 

What’s the reasoning behind the 740s over the 615s Si?

What’s the reasoning behind the 740s over the 615s Si?

Nismo 615s are also a popular option. They are virtually identical to 740s, but use a yellow top (instead of red found on the 740s) and flow less fuel. For the price, 740s are a better choice as they often cost less than 615s, move more fuel, and idle just as well.

Oh right, I’d also thought 615s where about $100 cheaper.

I went for the 740s purely based on the fact that I purchased them with a generic chip from SZ where Greg Dupree has literally mapped 100’s of cars with a similar setup, so has an reliable off the shelf chip.

 

They’re worthwhile in the states where E85 is becoming widely available as the flow rates can be utilised, even with everything relatively stock, however in the UK, for a mild tune, 615cc is more than enough for most applications and are usually a bit cheaper. The 740cc (and 615) Tomei/Nismo injectors are designed and manufactured at that specific flow rate whereas competing injectors of a similar cc are generally modified from lower flow rates (redrills) and these aren’t renowned for being as reliable or accurate in performance.

 

When I purchased mine, I had spoken to Greg Gush at Protuner for advice beforehand who suggested that he manufactures his own injectors in house based on the exact requirements of the car. This was an attractive path to go down but at the time I couldn’t find any real world reviews on the quality of longevity of these injectors (even though the company has such a good rep), so I opted to go for the tried and tested Nismos.

 

If I was to do it again, I’d probably opt for injectors from Protuner, it removes all doubt about the legitimacy of the product being fitted and makes for a great all in one package when having the car mapped there. Should an injector fail at the fault of the injector, I’m sure that the the customer would be well looked after.

Edited August 23, 20187 yr by Joely P

Can someone direct me in exactly what needs added from the option for the .740cc injector kit.

 

https://www.specialtyz.com/300zx/fuel-injector-sets.html

 

I have a 1996 Series 4 TT which the ECU as far as i'm aware is 16bit, does that make a difference ?

The original plan was to get the 615cc's and a nistune board and get it mapped properly.

 

I can see the chips from specialityz as just base maps and not really fine tuned of course as they can't be.

I have a 1996 Series 4 TT which the ECU as far as i'm aware is 16bit, does that make a difference ?

 

If have a 16bit ECU then you will be limited to the Nistune approach (you can't socket a 16bit ECU for an EPROM).

The Nistune Type 3 board is used with the mapping uploaded onto it with the Nistune software.

 

Example of 16bit Nistune installed - https://conceptzperformance.com/nistune-300zx-ecu-upgrade-16-bit-z32-1003_p_8090.php

 

You can see the 8bit and 16bit ECU types here for identification:

 

https://www.specialtyz.com/300zx/ecu-socketing-service.html

 

I would email Greg@SpecialityZ to discuss options before proceeding.

SpecialtyZ only sell the 740cc injectors. If you inform Greg of your setup he will email you the Nistune file to upload to your car.

I went for the 740s purely based on the fact that I purchased them with a generic chip from SZ where Greg Dupree has literally mapped 100’s of cars with a similar setup, so has an reliable off the shelf chip.

 

They’re worthwhile in the states where E85 is becoming widely available as the flow rates can be utilised, even with everything relatively stock, however in the UK, for a mild tune, 615cc is more than enough for most applications and are usually a bit cheaper. The 740cc (and 615) Tomei/Nismo injectors are designed and manufactured at that specific flow rate whereas competing injectors of a similar cc are generally modified from lower flow rates (redrills) and these aren’t renowned for being as reliable or accurate in performance.

 

When I purchased mine, I had spoken to Greg Gush at Protuner for advice beforehand who suggested that he manufactures his own injectors in house based on the exact requirements of the car. This was an attractive path to go down but at the time I couldn’t find any real world reviews on the quality of longevity of these injectors (even though the company has such a good rep), so I opted to go for the tried and tested Nismos.

 

If I was to do it again, I’d probably opt for injectors from Protuner, it removes all doubt about the legitimacy of the product being fitted and makes for a great all in one package when having the car mapped there. Should an injector fail at the fault of the injector, I’m sure that the the customer would be well looked after.

 

It’s probably worth pointing out that on stock turbos and uk pump fuel you’d be doing well to max out the 370cc stock injectors.

Good luck Lee - and safe journey mate!

It’s probably worth pointing out that on stock turbos and uk pump fuel you’d be doing well to max out the 370cc stock injectors.

 

True. But if you follow the current recommended starting point for modifying a VG by installing 2.5” intakes/coolers, high flow manifolds and 3” downpipes, you will likely hit a high duty cycle at stock boost. Those modifications with a bar of boost is the way forward so the injectors are the limiting factor.