cam choice

Post by **240marcuSX** » Mon Jul 14, 2003 5:13 pm

I did a search on which type of cam (lift, duration, etc.) i should use for my application, and for all i could tell, its different depending on how you plan on driving, i plan on running in auto-x as often as possible, and drag racing less often but occasionally, plus daily driver, i dont mind losing a little drivability for performace, which cam should i use? which lift, and duration? i appreciate it. My motor is the KA24E(T soon). Oh and another thing, kind of a newb question, is porting and polishing a mod that is used for both N/A and turbo, i need to know if i can go ahead and do it before i turbo. Im pretty sure i can, but just making sure. Sorry for the long post, i appreciate any help.

Post by **scotty-2-forty** » Mon Jul 14, 2003 5:13 pm

The JWT cams have a long duration which is beneficial to turbo apps. Add the adjustable cam sprockets and proper tuning provides even more benefit. Then control your boost via a good programable boost controller dependant upon your driving styles (re: autox, drag, daily ...).

As for p&p, yes it's good for both N/A and turbo. Expanding the volume and directing/splitting the intake air properly allows for air to enter the chambers more effectively, thus creating more power. I say "properly" because not all p&p jobs are worth it. You need to find someone who's experienced in the correct mapping of the runners as they relate to your injestion. Of course, with turbo apps you can simply crank the boost, but if you're planning on maxxing it every little bit helps.

Just my 2 cents.

Post by **240marcuSX** » Mon Jul 14, 2003 5:13 pm

thanks scotty, what do you think about the gude head jobs? or do you know any places that i could send off for, there arent many shops around here, and i question their quality.

Post by **SingleCamSam** » Mon Jul 14, 2003 5:13 pm

Stay away from Gude dude. :P

Post by **scotty-2-forty** » Mon Jul 14, 2003 5:13 pm

I've haven't heard a lot of good things about Gude ... but that was other cars, nothing Nissan. My head (I'll see if I can get some pics as it's currently not with me) was done by a friend, Steven Wright of WrighTouch Racing . You can call and arrange for p&p with him. His number is (954) 236-3992. Just tell him local Scott w/ the white 240 sent you and you'd like the same porting that was done for Conroy's car (the head was originally his). In fact, I think Steven tapped into a little more aggressive porting for the KA head ... just talk to him; very intelligent guy. Worth the money, but expect however, that your head will be with him for some time; so it's nice to have an extra sittin' around

Post by **scotty-2-forty** » Mon Jul 14, 2003 5:13 pm

My sentiments exactly SingleCamSam.

Post by **240marcuSX** » Mon Jul 14, 2003 5:13 pm

hey thanks, ill give him a call, im sourcing a spare ka right now as well, so i can still drive and be getting a Port and polish at the same time. by the way if anyone has a spare ka24e lying around, ill buy it lemme know, my email is "[email protected]"

sam, whereabout in central va are you? are you going to the meet in fredericksburg on the 25th?

Post by **WDRacing** » Mon Jul 14, 2003 5:13 pm

Extrude Hone....expensive but worth the money.

Post by **scotty-2-forty** » Mon Jul 14, 2003 5:13 pm

Extrude Hone is an excellent method of removing material and polishing is superb. That is why they've been embraced by the racing industry so diligently. It's about $600 to port a 4cyl head ($485 for intake manny). A hand ported head can cost anywhere from $600 to $1200 ... but take into light, some techniques of a good "hand port" cannot be duplicated in EH's process. This all comes from personal experience as well as dealing with others in the racing circuit.

Post by **hannibal** » Mon Jul 14, 2003 5:13 pm

Some more info about Gude...http://www.nissaninfiniticlub....29108

Post by **SingleCamSam** » Mon Jul 14, 2003 5:13 pm

I'm in Culpeper, and i just happen to have some spare KA24E parts if you need them. I've got an extra head lying around here somewhere. The valves are mushroomed but the guides appear in pretty good shape. Let me know what parts you need and i'm sure i'll have a few sitting around lol. Shoot me one at [email protected] .

ps, i'll be at the beach the day of the meet.

Post by **240marcuSX** » Mon Jul 14, 2003 5:13 pm

does steven wright do extrude hone? is that what you were talking about when you said "$600 to port a 4cyl head ($485 for intake manny)" what kind of hp increase will the ported and polished manifold give me? when steven ports and polishes, exactly what all does he do? intake port, exhaust port, and...?? because when i read about this stuff, it says it can raise and lower compression, what other part of the head do they work that affects compression? what compression did it give you scotty? whats a good compression to run on the KA-T? ok i swear thats all the questions for now. lol:toilet

Post by **scotty-2-forty** » Mon Jul 14, 2003 5:13 pm

Okay, first things first ... porting a head doesn't affect "compression". Compression occurs in the piston chamber and is changed according to what type of pistons you use (ie: low compression pistons 8.5:1, high 12:1), change in stroke and/or the head gasket or shim thickness. I chose 9:1 because CP shelf-stocks this compression for the KA engine, and I wanted to use CP due to their excellent rep and quality.

Steven does not "extrude hone" ... that takes a very expensive piece of computerized equipment. What Steven does is very labor intensive and requires know-how and skill to be very effective. He spent 70 hours on one of my race heads (another car) and about 40 on the one I have for the KA. However, you really need to talk to him regarding all of the details and exactly how extensive you want to port (ie: street port, race port ...).

The $600 and $485 prices were Extrude Hone's prices, not Steven's. Polishing by hand is very difficult to compare to EH, as EH's process produces a mirror like finish. However, the big power gains are in "porting", not polishing. Polishing is like icing on the cake, but really not necessary IMO.

Post by **240marcuSX** » Mon Jul 14, 2003 5:13 pm

yeah, the compression thing didnt sound right to me either, thanks for all the help scotty, ill call steven and hopefully arrange something, and stop bugging you

sam, you'll have mail soon

Post by **scotty-2-forty** » Mon Jul 14, 2003 5:13 pm

Happy to do it.

Post by **C-Kwik** » Mon Jul 14, 2003 5:13 pm

scotty-2-forty wrote:The JWT cams have a long duration which is beneficial to turbo apps. Add the adjustable cam sprockets and proper tuning provides even more benefit.

I'd be cautious of using a high performance NA cam in a turbo application. It sounds like you are describing the DOHC cams, which would be easy to dial out any excess overlap and that should allow it to work pretty well with a turbo. IN a SOHC application though, you would not be able to change the overlap. And if there is too much, it could hurt performance. I can't comment on the JWT cams themselves as I don't know their specs, so this is more of a general post.

Post by **scotty-2-forty** » Mon Jul 14, 2003 5:13 pm

I have to say, I re-read the thread and just now realized you have the KA24E. My bad, thought we were talking about the DOHC like mine. C-Kwik is correct in the cam issue regarding a SOHC engine (thanks C for the catch). Sorry 'bout that!

Post by **I am Technoman** » Mon Jul 14, 2003 5:13 pm

I would like to see a dyno sheet of a KA24DET with the 248 248 cams.

Website · Post by **TurboKA37** » Mon Jul 14, 2003 5:13 pm

has anyone port and polished a KA themselves using a rotary tool? this is what i plan on doing. not anything really extensive but just to smooth everything out and increase the runner sizes a bit. anyone have experiance with this?

Post by **SingleCamSam** » Mon Jul 14, 2003 5:13 pm

I talked to a very nice fellow at Shadbolt cams named Barry. The cam they make for turbocharged applications has the following specs:

Intake Lift: .441 Duration:268Exh Lift: .447 Duration: 272

Notice that these are the same specs as the PDM stage II cam. Barry said that they simply dial out the lobe separation for turbo apps.

Here's the stock specs

Intake Lift: .409 Duration: 240Exh Lift: .409 Duration: 248

Anybody have any opinions on this Shadbolt cam? I'm not sure if i want such an extreme shift in the powerband, or if something more along the specs of the PDM stage I could be adapted for turbo apps. I just want my top end to even out rather than falling off.

Post by **Silent Drifter** » Mon Jul 14, 2003 5:13 pm

would the PDM cams be good for the DOHC?

Post by **240marcuSX** » Mon Jul 14, 2003 5:13 pm

okay, so now im confused, i could use more info/opinions of the shadbolt cams, from someone with experience with them + a link to the shadbolt site, or wherever i can see/buy them, what cam can i get that would be the best cam for the KA24ET?? im not interested in any N/A cams. thanks:help

cam choice

cam choice

If you plan on turbo

Gude ...

Yep

Extrude Hone

Well ...

Not buggin' at all

Re: If you plan on turbo

Whoa

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