sorry guys for newbie-ish question.
i searched and found bunch of itb'd KA24e but non of them explained what throttle body they used.
what throttle body can be used to make itb'd ka24e?
i know dual cam uses GSXR 1000 bike ITB.
ITB for SOHC
Re: ITB for SOHC (thekawaii)
I believe courtesyparts used to sell a kit for the sohc. you can call them and ask - don't like ur turbo setup anymore bud? haha.
Re: ITB for SOHC (brokeAs240sx)
good to see you again
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DjPantsSpecR
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deviousKA
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2002+ GSXR 750/1000 throttles can fit the ka24e quite nicely. 2002-2004 or 2005 versions work equally well as they only need to be spaced in the center (2005+ models have two sets cast together, 02-04 have 4 individuals).
A picture is worth a few more words, here is a set of 2002 gsxr throttles fitted to ka24e.
* dont mind the cheap strut bar and unfinished custom harness in that picture
Whole setup might for sale soon.
A picture is worth a few more words, here is a set of 2002 gsxr throttles fitted to ka24e.
* dont mind the cheap strut bar and unfinished custom harness in that picture
Whole setup might for sale soon.
Re: (deviousKA)
did you use GSXR Fuel rail?
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deviousKA
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Re: (thekawaii)
Nope, didnt use the gsxr fuel rail. I manufactured my own, Fits standard japanese top feed injector (rx7) using gsxr mounting points and modified bosses. The factory suzuki rail I could best describe as dinosuar bones, made up of chunks of plastic and oring fit tubes, its too restrictive being designed for ~170cc injectors.
The injectors and rail are mounted on the underside, and yes that was a temporary external fpr, hah.
The injectors and rail are mounted on the underside, and yes that was a temporary external fpr, hah.
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deviousKA
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Re: (nismopu)
Well, map-sensor based timing control is already completed. This was relatively easy, and has plenty of current potential (all aftermarket timing control devices are obsolete as far as the ka24e is concerned).
Full 16x16 cell maps based on RPM vs. MAP (pressure). Adjustable cold coolant temp, hot coolant temp, and IAT temp timing advance corrections are also completely implemented and working well. It is a very delux timing control system actually, Im not aware of any "standalone" ignition control units (non-fuel) that even compare.
A complete conversion so as the maf can be removed and replaced with a map is in the works. The work involved in the fueling is 3 fold in comparison to the timing, but one step at a time. The main hurdle has to do with the barometric correction, the code will need to be re-written to use some sort of pre-start reference (possibly). The IAT will need to be compensated as well depending on how much I change the current TP calculation system. TP will still work similarly to original, but it will all be running in the background and all tuning done in reference to MAP.
It all depends on how in-depth i go with it (or if any others join in and help). It will be a pseudo-speed density to begin with an be limited to a few select MAP sensors (probably honda denso and motorola MPX).
About the injectors, yes I had been using series 5 460cc injectors. I was pushing a 95% duty cycle on the 270cc at roughly 4000rpm, at a steady state (without accel enrich/correction) and at 45psi fuel pressure. Any throttle tip in required full open injector and still running a point and half lean. So I then jumped to a set of 330cc with 45psi of fuel, didnt like the high pulsewidths and duty cycles (90%+) and still didnt have the headroom that I wanted.
A fresh set of cleaned/flowed and balanced series 5 rx7 injectors suited well, and have a much better waterproof connector.
I wasnt running ECCS on the ITB's btw, I had MSEFI fuel/ignition control. It was the very first msefi controlled 240sx.
Full 16x16 cell maps based on RPM vs. MAP (pressure). Adjustable cold coolant temp, hot coolant temp, and IAT temp timing advance corrections are also completely implemented and working well. It is a very delux timing control system actually, Im not aware of any "standalone" ignition control units (non-fuel) that even compare.
A complete conversion so as the maf can be removed and replaced with a map is in the works. The work involved in the fueling is 3 fold in comparison to the timing, but one step at a time. The main hurdle has to do with the barometric correction, the code will need to be re-written to use some sort of pre-start reference (possibly). The IAT will need to be compensated as well depending on how much I change the current TP calculation system. TP will still work similarly to original, but it will all be running in the background and all tuning done in reference to MAP.
It all depends on how in-depth i go with it (or if any others join in and help). It will be a pseudo-speed density to begin with an be limited to a few select MAP sensors (probably honda denso and motorola MPX).
About the injectors, yes I had been using series 5 460cc injectors. I was pushing a 95% duty cycle on the 270cc at roughly 4000rpm, at a steady state (without accel enrich/correction) and at 45psi fuel pressure. Any throttle tip in required full open injector and still running a point and half lean. So I then jumped to a set of 330cc with 45psi of fuel, didnt like the high pulsewidths and duty cycles (90%+) and still didnt have the headroom that I wanted.
A fresh set of cleaned/flowed and balanced series 5 rx7 injectors suited well, and have a much better waterproof connector.
I wasnt running ECCS on the ITB's btw, I had MSEFI fuel/ignition control. It was the very first msefi controlled 240sx.
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deviousKA
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Re: (neverlift)
MS is great, the ITB's I had set up slightly unrealistic but was a screamer.
By unrealistic I mean the primary injector placement. I had some issues with saturating the runners in low rpm quick throttle tip-in, the placement is much better suited for secondaries with smaller primaries mounted much closer to the port (which I had figured from the beginning, left myself room).
Really, the car wasnt even drivable as it was for daily duty, steady cruise at low rpm killed the pocketbook as I was averaging 12mpg and 15:1 a/f, premium high-octane only. I probably went through $250 in gas the first week of tuning.
Open the throttles and it was insane, expensive, but insane.
With the recent gas prices I couldnt really even drive it, honestly.
That MS unit is now happily controlling the fuel/ignition/tvis in my corolla I get 32mpg and quite honestly I can run just as fast as the 240sx that has 10 times the money dumped into it (full suspension/drivetrain yada yada...)
By unrealistic I mean the primary injector placement. I had some issues with saturating the runners in low rpm quick throttle tip-in, the placement is much better suited for secondaries with smaller primaries mounted much closer to the port (which I had figured from the beginning, left myself room).
Really, the car wasnt even drivable as it was for daily duty, steady cruise at low rpm killed the pocketbook as I was averaging 12mpg and 15:1 a/f, premium high-octane only. I probably went through $250 in gas the first week of tuning.
Open the throttles and it was insane, expensive, but insane.
With the recent gas prices I couldnt really even drive it, honestly.
That MS unit is now happily controlling the fuel/ignition/tvis in my corolla I get 32mpg and quite honestly I can run just as fast as the 240sx that has 10 times the money dumped into it (full suspension/drivetrain yada yada...)