As bobxyz notes, not a good idea. It will not compromise the injectors; but, it may compromise engine operation.
Your injectors are clearly opening; but, the injector offset (which some people refer to as injector opening time) is affected by the injector operating voltage which is now much lower than design. When you reduce the injector voltage the offset increases and the actual injector pulse width is reduced compared to the commanded pulse width. At wide open throttle or close to wide open throttle where the commanded pulse widths are large the error caused by the increased offset may be less significant although the engine will run with a slightly leaner fuel mixture. At idle and low engine load where the injector is operating with small pulse widths it will have a larger % effect on the actual pulse width. At worst, if the reduced pulse width intersects with the injectors non linear region you can cause extremely unstable idle. At best, the reduced pulse width will result in a leaner than ideal fuel mixture at idle and low engine loads.
With the 1979 280ZX Nissan added O2 sensor feedback. If you have a 1979 or later 280 the O2 feedback may be correcting for some / most of the fuel error caused by the increased offset once it goes into closed loop. However, relying on closed loop control for fundamental fuel control is never a good thing.
I assume that 205CC means 205 ml/min flow rate for the injectors. If so, that is not a particularly large injector which means that your idle pulse widths are fairly large and probably well out of the non linear region which means the increase in injector offset may have a less significant effect. So, the car may still operate right now; however, if you ever have to do a cold start on a cold day with a compromised battery you may run into a no start condition. The reduced battery voltage may result in a complete injector non opening condition at worst or really difficult starting. O2 feedback might correct the fuel mix when the car is running and up to operating temperature; but, it does nothing to correct fuel mixture during the start cycle because your injectors are delivering a lot less than the expected fuel amounts.
The good news is that this should be easy to correct. This may be as simple as just deleting / by-passing the original injector resistors. What you need to do is measure the resistance of the original injector and the injector resistor. Add the values together. The 0280 155 712 injector appears to be really high resistance - 16 ohms. As long as the added value of the original injector and injector resistor is less than the resistance of the new 0280 155 712 injector it is 'safe' to just delete / by-pass the injector resistor. I suspect that this will be the case because most low impedance injectors were around 2-3 ohms with external injector resistors in the 5 - 10 ohm range so a total resistance in the 7 - 13 ohm range. If it happens that the combination is higher than the 0280 155 712 injector resistance then all you do is have to add in a new power resistor with a resistance that adds up to the original total resistance. Note that this may not be perfect because even with the correct operating voltage for the new injector the offset of the new injectors may still not match the offset of the original injectors.
