Okay, first of all, here is my situation. I'm a poor high school kid with a base 96 s14 5spd. 77k miles. The car is paid off and now I'm just paying insurance, and if I get another job I'll have some money to play with. I had an accident in my ttz32, and sadly it was totalled from a 25mph collision with a telephone pole on a rainy night when I wasn't paying enough attention. Hit the A-pillar so it just threw everything off by enough that it couldn't be straightened. So I'll also have the extra money from parting that out, and any swappable parts.
I'd like to build a KA-T to run somewhere in the 250hp range and maybe lowish 13's. Seems like a reasonable goal to me. I just need to know how to get there on a budget.
These are the components I've decided on so far:
-revhard mani-tial wastegate (35mm?)-t3/t4 hybrid, not sure on the specifics until I research more -turboxs type h-rfl bov-conquest/starion 14 row intercooler with custom piping-larger injectors, need more research here as well-piggyback controller, probably hks afr-downpipe (will dauntt's custom work?)-my Z fuel pump or a walbro-clutch
I've heard of people using the ttz clutch in the 240, is this a bolt-on or does it require some work? If I could save around 100-200 on the fuel pump and filter and 300 on the clutch by using the parts from my z it would really help me.
I'm also wondering if I'm going to need to do engine work. Right now I've got a well-cared for de motor just itching for a turbo, but I'd like to get some compression numbers on that. Questions regarding the motor:
1. Do I need forged or new internals for <300hp application?
2. Will the 9.5:1 compression of the stock motor be ok for relatively low boost levels (i.e. around 12 psi or whatever it would take to hit my goal)?
3. If I want to lower compression, is there any disadvantage to just swapping in a thicker (maybe 2mm) head gasket to drop it a bit?
4. With a motor of 77k miles, is there anything I should replace to be safe? This is assuming I have acceptable compression numbers and everything is in order.
5. What would be considered rebuild numbers on the de if I'm going turbo? At what point would new rings become necessary?
The way I see it my most practical option is to use the motor I have. The other option is to find a block in a yard somewhere and build it to however I needed it built, such as with forged pistons or just new stock pistons and rings. The advantage to this would be less down time on my car, but the disadvantage is that it equates to more money and pulling one motor to swap for another. This would have to be done on a nice day in my driveway as I do not have a garage and I'd have to rent a hoist. I know it's possible though.
I would also like to know what machining is necessary or recommended on a turbo motor. If I don't use a different block obviously this probably isn't an option, but if I did have to rebuild a used or my motor, what would I want done? I am not very familiar with machinework and boring of cylinders. If I bored a very little bit, would I still use the same pistons or would I need larger ones? What about rings?
If you guys can answer any of these questions or can offer up any suggestions I'd be very grateful. I apologize for the length but I tried to put everything together in order to keep from posting 10 different threads. Thanks in advance for any information/comments.
Am I forgetting anything?
My budget KA-T
Re: My budget KA-T
[quote=" S14Zilvia
1. Do I need forged or new internals for <300hp application?
No
2. Will the 9.5:1 compression of the stock motor be ok for relatively low boost levels (i.e. around 12 psi or whatever it would take to hit my goal)?
If 250hp is the goal then you will only 8-9 psi.
3. If I want to lower compression, is there any disadvantage to just swapping in a thicker (maybe 2mm) head gasket to drop it a bit?
I don't know.
4. With a motor of 77k miles, is there anything I should replace to be safe? This is assuming I have acceptable compression numbers and everything is in order.
If the engine is in fine condition with good compression then nothin' other than a regualer tune up.
5. What would be considered rebuild numbers on the de if I'm going turbo? At what point would new rings become necessary?
Dependens on the buget and the goal. Rings I have seen go at 10psi, but i have seen them last past 15psi, if depends on the condtion of the motor and how you drive it day to day.
Since 250hp is the goal then the rebuild is not needed. BTW how the **** can a "poor high school kid" have a z32tt and a 1996 240sx?
[/quote]
1. Do I need forged or new internals for <300hp application?
No
2. Will the 9.5:1 compression of the stock motor be ok for relatively low boost levels (i.e. around 12 psi or whatever it would take to hit my goal)?
If 250hp is the goal then you will only 8-9 psi.
3. If I want to lower compression, is there any disadvantage to just swapping in a thicker (maybe 2mm) head gasket to drop it a bit?
I don't know.
4. With a motor of 77k miles, is there anything I should replace to be safe? This is assuming I have acceptable compression numbers and everything is in order.
If the engine is in fine condition with good compression then nothin' other than a regualer tune up.
5. What would be considered rebuild numbers on the de if I'm going turbo? At what point would new rings become necessary?
Dependens on the buget and the goal. Rings I have seen go at 10psi, but i have seen them last past 15psi, if depends on the condtion of the motor and how you drive it day to day.
Since 250hp is the goal then the rebuild is not needed. BTW how the **** can a "poor high school kid" have a z32tt and a 1996 240sx?
[/quote]
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S14Zilvia
- Posts: 300
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reply to "how can a h.s. kid have a z and 240"
well, busted my *** to make payments on the stock 92tt with 133k miles and fixed a ton of stuff, then got into that wreck, and since they are so rare and I seemed to know what I was talking about the adjuster gave enough money to pay off the loan on the z, buy it back with a salvage title, and pay off an s14. I got very lucky.
well, busted my *** to make payments on the stock 92tt with 133k miles and fixed a ton of stuff, then got into that wreck, and since they are so rare and I seemed to know what I was talking about the adjuster gave enough money to pay off the loan on the z, buy it back with a salvage title, and pay off an s14. I got very lucky.
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WDRacing
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- Joined: Mon Nov 25, 2002 2:00 am
- Car: 95 240SX, 99 BMW 540i, 01 Chevy Express, 14 Ford Escape
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300 hp is an easily attainable goal. The stock KA24DE block and rotating assembly will hold 1 bar (14.7psi) of boost. You just have to make sure your engine does not detonate at all. That means you'll need some decent fuel managment, either the JWT ecu and SAFR for fine tuning or a low budget standalone. For 15 psi I would go with 440 cc injectors.
If you decide to go past that point later on, then you'll need to do the block with new rods and pistons.
There are alot of threads going on this board about this same topic already. By making new threads about the same you take up alot of bandwidth.
Check out all the posts on this first page, there are atleast 5 that pertain to this topic. Sorry to do this to ya, but I'm gonna close this one. Email me if you can't find the answers to any of your questions. I'll be glad to help.
WD
If you decide to go past that point later on, then you'll need to do the block with new rods and pistons.
There are alot of threads going on this board about this same topic already. By making new threads about the same you take up alot of bandwidth.
Check out all the posts on this first page, there are atleast 5 that pertain to this topic. Sorry to do this to ya, but I'm gonna close this one. Email me if you can't find the answers to any of your questions. I'll be glad to help.
WD