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Hi guys, I know this question isn't SR20-related, but I've been on this forum alot longer than any 240 forum, and I juat trust all the guys on this forum(also hoping for a little input from Mike K or Andreas).
I'm dead set on doing an all-motor build on my KA24DE, partially due to the fact thats it's very rarely been done. I think that its not done much because people have never had much luck making alot of power (read:top-end HP) out of the all motor KA. They all want peak power, so they just throw in another SR20DET. Boo, easy way out.
My plan is for custom pistons, maybe ~12:1 compression, long duration cams, and a custom header (based on alot of Mike K's info from this forum), 3" all the way back, a custom intake mani (and eventually good portwork on the head)....and of course, good EMS/tuning. (Hey Calum!!! )
My question is this:
From an engineering standpoint, how can I raise the power band of an engine(any engine theoretically). I know the stroke on the KA is an astronimical 96mm, which is designed by Nissan to effectively make powend torque, and I know I am very limited by this. The couple things I am wondering about is the c/r, the a/f ratio, and the cam setup/tuning. can these (especially all together), open up the topend power more so than it is?
Also, i know that the rod/stroke ratio on the KA is already at 1.72, so that isn't something im worried about...yet.
i really think the KA has alot of good qualities, even just the fact that it's a big beefy engine with alot of potential.
(if anyone on here says 'go ka-t!!' i swear......)
__________________
B.J. Walker
1993 Aztec Red NX2000
1993 White 240sx Hatchback
i agree it def has potential look at its weaknesses and see were there can be alterations that can be made to compensate for the weakness.i *** for a fact the intakemanifold is one and the heads is 2 if ran all motor the compression is another and the gearbox might be an issue
i agree it def has potential look at its weaknesses and see were there can be alterations that can be made to compensate for the weakness.i *** for a fact the intakemanifold is one and the heads is 2 if ran all motor the compression is another and the gearbox might be an issue
yes, i heard a quote awhile back "everytime you break soemthing, you just found your weakest link" and yes, intake mani is very high on the list to acheive my goals.
Quote:
Originally Posted by UK-SRi
Intake and header design need to match your rev goals. Perhaps a purchase/trial of "pipemax" is in order?
Mike
hmm...might need to go research that.
Last edited by thinnertenor : 12-05-2007 at 04:37 PM.
But its kind of expensive to get the best results, I mean you have to have endless dyno time. Looks good to, for example, design a new, -ahem- all-motor KA24DE manifold and header or something. and then sell a bunch of them to make back the dyno $$ - like, more for business... or race R&D if you can get dyno time sponsored.
But its kind of expensive to get the best results, I mean you have to have endless dyno time. Looks good to, for example, design a new, -ahem- all-motor KA24DE manifold and header or something. and then sell a bunch of them to make back the dyno $$ - like, more for business... or race R&D if you can get dyno time sponsored.
But I know nothing.
this is exaclty what i plan on doing....one of my possible carreers (I'm Mech Engineering major right now) would be doing just this. Niche market R&D, then sell to guys like yall!
there is a post on a 240 forum of a 200whp KA if i find the link ill post it and yes the intake was redone, a nice set up in deed
Edit, i dont know if u found this post but here ya go, i also own a 240 Coupe and im doing a alot of research on the car to have a nice DD set up, good luck
the cam setup/tuning. can these (especially all together), open up the topend power more so than it is?
The cams probably do the most to bring the powerband up to the topend. It's why variable valve timing like the SR20VE uses is so desirable.
The length of the intake manifold runners is probably second
Quote:
Originally Posted by thinnertenor
I know the stroke on the KA is an astronimical 96mm
That's really not so bad, the chrysler 2.4 that i'm familiar with has a 101mm stroke. People don't have any trouble getting more than 200whp out of them:
That's with 274 duration cams, .433 lift. 10:1 compression ratio. Bunch of custom bits though, intake manifold, header, etc.
__________________
Mike Carpenter
'94 Sentra LE - Ugly DD
'95 Subaru Legacy LS - fiancée's ride
Last edited by MCarp22 : 12-06-2007 at 02:30 PM.
Reason: added dyno info
Hi guys, I know this question isn't SR20-related, but I've been on this forum alot longer than any 240 forum, and I juat trust all the guys on this forum(also hoping for a little input from Mike K or Andreas).
I'm dead set on doing an all-motor build on my KA24DE, partially due to the fact thats it's very rarely been done. I think that its not done much because people have never had much luck making alot of power (read:top-end HP) out of the all motor KA. They all want peak power, so they just throw in another SR20DET. Boo, easy way out.
My plan is for custom pistons, maybe ~12:1 compression, long duration cams, and a custom header (based on alot of Mike K's info from this forum), 3" all the way back, a custom intake mani (and eventually good portwork on the head)....and of course, good EMS/tuning. (Hey Calum!!! )
My question is this:
From an engineering standpoint, how can I raise the power band of an engine(any engine theoretically). I know the stroke on the KA is an astronimical 96mm, which is designed by Nissan to effectively make powend torque, and I know I am very limited by this. The couple things I am wondering about is the c/r, the a/f ratio, and the cam setup/tuning. can these (especially all together), open up the topend power more so than it is?
Also, i know that the rod/stroke ratio on the KA is already at 1.72, so that isn't something im worried about...yet.
i really think the KA has alot of good qualities, even just the fact that it's a big beefy engine with alot of potential.
(if anyone on here says 'go ka-t!!' i swear......)
Cams are going to be a problem. JWT has some big ones where you have to notch the lifter bosses, but they are untested.
www.pdm-racing.com look under features "courtenays sts build" pretty impressive considering minor bolt-ons and stock internals, good luck on the build. got torque
there is a post on a 240 forum of a 200whp KA if i find the link ill post it and yes the intake was redone, a nice set up in deed
Edit, i dont know if u found this post but here ya go, i also own a 240 Coupe and im doing a alot of research on the car to have a nice DD set up, good luck
If you really want to make some serious HP from a N/A KA24DE, then talk to one of the engine builders who does SCCA GT-3 racing engines for the 240SX.
Prior to the recent implimentation of restrictors in these engines, they were making 280-300 crank hp from a KA24DE in racing trim, and spinning over 8k with power.
All the money is in the headwork and camshaft development. Rebello, Sunbelt, etc....they've done the homework already.
If you really want to make some serious HP from a N/A KA24DE, then talk to one of the engine builders who does SCCA GT-3 racing engines for the 240SX.
Prior to the recent implimentation of restrictors in these engines, they were making 280-300 crank hp from a KA24DE in racing trim, and spinning over 8k with power.
All the money is in the headwork and camshaft development. Rebello, Sunbelt, etc....they've done the homework already.
Bob
The 3 valve KA24E SOHC version was the one developed for GT3. The DOHC DE motor would end up in GT2 and no one has done this. I would stay away from Rebello, I have seen some trash from there.
Probably the most developed NA KA24DE's are the ones from CORE off road racing. I know the engine builder but I will only give his number via pm to those who are serious. PM me if you are. I won't give his number to people who only want to pick his brain and not use his services.
but i am definately still just in brain-picking mode. i would probly annoy him with my seemingly stupid questions...which is why i posted here, i knew i would get educated guidance, which i did.
if and when i get seriously into it, i will shoot you a PM about this. thanks!
What are you looking to do with the car as in drift, road race etc?
One of my car club members cars has a 91 240sx with the na ka24de with bolt ons and some good tuning, its a blast to drift and drive and pretty competitive also. He has a hotshot header into a 3in header back with no cat, advanced timing, intake, safc, 370cc injectors. I will post up his dyno chart for you sometime this week but it is making very good power and tq. its a blast to drive for whats done to it.
For drivetrain mods he has an exedy 3 puck clutch and light weight flywheel, a driveshaft shop 1pc alum drive shaft and a welded diff for now. And thats pretty much all besides every suspension mod available, weight reduction full cage etc.. he is also going to stay na and get some cams and do head and intake manifold work. He is also planning on getting the nismo final drive and some sort of 1.5 way lsd so it can hadle well on the road course also.
First he has to stop buying wheels and tires. I think he has like 8-10 sets of wheels for it. LOL
__________________
93 electric blue nx2000 with lots o mods.
91 g20 5spd dd soon to have t25 set up
99 maxima se 5spd: I/H/E
06 suzuki ltz 400 w/mods cardomain.com/id/insaneimport2000
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and then sell a bunch of them to make back the dyno $$ - like, more for business... or race R&D if you can get dyno time sponsored.
