The mani wouldn't concern me as much as the AR flow like you said. I changed turbines on my HKS mani(log style) and noticed alot of difference in top end flow. What I would do is a good port and polish. Atleast a good hand port and gasket match. I picked up 37hp by hand porting my RB20 head.
What compressor and trim are you using right now?
WD
max boost on forged internals
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C-Kwik
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The big advantage to forged internals is that it can withstand more abuse. By abuse, I am referring mostly to detonation. Control detonation and the peak load on the parts will not get so terribly high that it will kill even stock rods. Forged internals can withstand a bit more detonation than stock parts. Though, no internals currently out there can withstand any amount of sustained detonation. Even forged parts.
The choice of turbo can have a large effect here as well. 15 psi on a T25 is vastly different than a T4 from both a power and detonation standpoint. To get the same boost on a T25 as a T4, the T25 will need to keep have higher exhaust manifold pressures and would likely be out of it's efficiency range if boosting at a level the T4 is within it's efficiency island at. With both higher exhaust pressures which requires more power to push the air out of combustion chambers, and higher intake temperatures, detonation is more likely.
I'd say conservitavley, provided you have enough fuel and the right timing, and a well matched turbo, I'd say 20 psi would not be a problem on a KA. The compressive loads on the piston will be spread out through the piston's stroke, so the peak loads would not be twice as high just becasue the motor makes twice the power or sees twice the pressure ratio. Assuming you keep the redline the same, the tensile load on the rods would not increase. I doubt you'll see problems with the ringlands unless you detonate. They aren't that small on the KA.
The choice of turbo can have a large effect here as well. 15 psi on a T25 is vastly different than a T4 from both a power and detonation standpoint. To get the same boost on a T25 as a T4, the T25 will need to keep have higher exhaust manifold pressures and would likely be out of it's efficiency range if boosting at a level the T4 is within it's efficiency island at. With both higher exhaust pressures which requires more power to push the air out of combustion chambers, and higher intake temperatures, detonation is more likely.
I'd say conservitavley, provided you have enough fuel and the right timing, and a well matched turbo, I'd say 20 psi would not be a problem on a KA. The compressive loads on the piston will be spread out through the piston's stroke, so the peak loads would not be twice as high just becasue the motor makes twice the power or sees twice the pressure ratio. Assuming you keep the redline the same, the tensile load on the rods would not increase. I doubt you'll see problems with the ringlands unless you detonate. They aren't that small on the KA.
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Stuntman240
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Stuntman240
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C-Kwik
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Cars like the TT Stealth/3000GT and the 300ZX both came OEM with twin intercoolers. Though it is one I/C per turbo.
A twin I/C system whtehr in parallel or in series would be rather complicated for what should be a simple system. Unless there was no room for a single FMIC, or you wanted to use two SMIC so you don't block air to the radiator, that would be valid. Otherwise it's pointless. When looking at an intercooler, you should keep pressure drop in mind and mass. More mass allows more heat to be absorbed before heatsoak is experienced. Heat dissapation is important, but depends on application. You don't need as much for drag racing or street use. Road track racing may require more since it will have less dead time when you are off boost. Keep in mind, when off boost, the intake air also helps to cool down the I/C.
AND WD, regardless of how you get there - alcohol, nitromethane, water injection, whatever - keep detonation from occurring and your motor will love you. For myself, I can't justify putting more money into gas than reasonably necesary. So I'll build my motor within the confines of the gas that is available to me. There is certainly nothing wrong with alternatives though.
A twin I/C system whtehr in parallel or in series would be rather complicated for what should be a simple system. Unless there was no room for a single FMIC, or you wanted to use two SMIC so you don't block air to the radiator, that would be valid. Otherwise it's pointless. When looking at an intercooler, you should keep pressure drop in mind and mass. More mass allows more heat to be absorbed before heatsoak is experienced. Heat dissapation is important, but depends on application. You don't need as much for drag racing or street use. Road track racing may require more since it will have less dead time when you are off boost. Keep in mind, when off boost, the intake air also helps to cool down the I/C.
AND WD, regardless of how you get there - alcohol, nitromethane, water injection, whatever - keep detonation from occurring and your motor will love you. For myself, I can't justify putting more money into gas than reasonably necesary. So I'll build my motor within the confines of the gas that is available to me. There is certainly nothing wrong with alternatives though.