could it be cause you guys have a massive turbo and a gizilion PSI.... N/A form its straight garbage, even tho i'm still positive the motor still have more than 200hp N/A to be had.
A the rod ration on the KA is not the best for RPM thus he want to De-stroke it. I'm not sure how much it will be to destroke the crank now days, but i'll just order longer rods and order custom piston with a higher pin, only if i was going for an N/A best.. since this is a turbo section de-stroking is futile.
KA24DE de-stroking kit
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WDRacing
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Re: (Zriuz)
Ok dude, you're out of your realm here. First off...this is the KAT forum. We discuss adding a turbo to everything. Wanna talk NA, go to the KA forum.Zriuz wrote:could it be cause you guys have a massive turbo and a gizilion PSI.... N/A form its straight garbage, even tho i'm still positive the motor still have more than 200hp N/A to be had.
A the rod ration on the KA is not the best for RPM thus he want to De-stroke it. I'm not sure how much it will be to destroke the crank now days, but i'll just order longer rods and order custom piston with a higher pin, only if i was going for an N/A best.. since this is a turbo section de-stroking is futile.
The head is straight trash you say. Well by all means explain why you think so. Besides your opinion, tell me EXACTLY why. Do you know what the flow numbers are? I'm going to guess no, because for a head that doesn't have variable cam timing it flows very good. What head in the Nissan world is better in NA form? I want technical reasons, not your deluded opinion BTW. Don't mention rpm either, since it has ZERO to do with the head flow numbers. I'm betting you don't actually have any idea what you're talking about.
Unless you can provide some type of answer to why you think the head doesn't flow well I don't want to see you posting in this thread. By answer I don't mean some diarhea of the mouth either, I want tech. I'll say good bye now, cause you don't have the answer.
WD
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deviousKA
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The ka24e/de itself cannot be feasibly destroked. The block is too tall and the rods are too long. It is not easy to obtain 176mm + rods (required for a 5.5 mm+ destroke, 90.5 mm) that can be sized to the ka specification.
The rod/stroke ratios will also be high so, the engine will be reluctant to rev at usable RPM ranges (it will want to "drop off" easier). Piston acceleration to/from TDC will be slow due to the high rod/stroke ratio, so cam tuning will need to be engineered from scratch, should be able to use shorter duration in comparison to engines with the same stroke using 1.5-1.75 rod/stroke ratio.
It would be better to simply stick with a 96mm crankshaft, and fit a longer rod with a shorter piston. This will increase the rod/stroke ratio a bit, relieving stress on the cylinder walls and piston skirts. Also, if done correctly with a well engineered piston and rod can reduce rotating mass.
Carrillo used to/may still make a rod to do this, in 171mm length for the ka24e (sohc nasport cars).
The rod/stroke ratios will also be high so, the engine will be reluctant to rev at usable RPM ranges (it will want to "drop off" easier). Piston acceleration to/from TDC will be slow due to the high rod/stroke ratio, so cam tuning will need to be engineered from scratch, should be able to use shorter duration in comparison to engines with the same stroke using 1.5-1.75 rod/stroke ratio.
It would be better to simply stick with a 96mm crankshaft, and fit a longer rod with a shorter piston. This will increase the rod/stroke ratio a bit, relieving stress on the cylinder walls and piston skirts. Also, if done correctly with a well engineered piston and rod can reduce rotating mass.
Carrillo used to/may still make a rod to do this, in 171mm length for the ka24e (sohc nasport cars).