Supercharged S14a

[Un4Scene]

Any info available about a KA24E model, or swapping an SC'd DE into a pignose? i.e.: will it fit? any additional modification or fabrication necessary? Also, whats the deal with the centrifugal kits that were spoken of before in the other post? Will there be a dyno graph coming for any of these other setups? I think we still haven't seen a dyno graph of the fully built setup, with all the porting done, and the bigger MAF, and alcohol injection and stuff. Stop teasing us!

I know everyone on here wants more info, but I'm trying to be more specific.

[SCMASTER]

The cost of the setup is kinda tricky since I got one of the first kits at a discounted rate and I'm sort of an eBay whore. Anyway, here is a list of what I paid for everything:

Supercharger kit $1250370cc Injectors $80Misc. Install parts (i.e. coolant, boots, etc.) $150Bikirom engine management $250Zeitronics wideband O2 w/digital display $370Boost gauge w/install kit $3395 obd I ecu $15Headers $1503" Exhaust w/muffler $100

If you have an s13, you will need to upgrade your MAF.

I'm sure I'm missing something, but that a quick run down. Also, doing this install in Alabama in 100 degree heat and 65% humidity is only for the true fanatics out there. Although, when you have a supercharger kit sitting in front of you, your motivation level amazingly goes way up.

I think someone asked how it drove. It is really nice and smooth. The throttle response is great. You shred the tires all the way through a corner or baby it out in the rain. Also, having a full 9 pounds of boost as low as 1500 rpm is really nice. I recomend this for anyone who is not looking for 500 HP and just wants the car to drive really strong without that aniemic (sp?) feeling in the upper rpm band. Remember, I have done no porting to the motor, intake manifold, or supercharger all of which will increase the efficiency of the whole system. This is all planned for when the temperature drops this fall.

Hope this helps,Watty

THE EBAY PRE-PRODUCTION KITS WE OFFERED FOR $1200 INCLUDED A USED M62 EATON. THE PRODUCTION ADAPTER KIT MINUS THE USED BLOWER IS ONLY $1200. THE NISSAN BLOWER CAN BE FOUND ON EBAY FOR $100-$150. SO THE COST WILL BE ABOUT $150 MORE THAN THE EBAY SETUP FOR OUR PRODUCTION DESIGN. IT IS INTENDED FOR THE D-I-Y INDIVIDUAL WHO WANTS TO USE COMPONENTS THEY ALREADY HAVE STARTED TO COLLECT FOR A TURBO KIT. THE BIGGEST DIFFERENCE BETWEEN THE PRE-PRODUCTION KITS AND THE FINAL ADAPTER KIT IS ALL FITTINGS, HARDWARE, ADAPTERS, ETC ARE CNC CUT, HOLES THREADED, ETC. THE ADAPTER KIT STILL REQUIRES SOME ADDITIONAL 'TINKERING' TO GET THE IAC, AAC, ETC PIPES RUN, BUT WE SUPPLY THE HOSES, FITTINGS, WIRES, ETC SO FEW TRIPS TO THE PARTS STORE ARE REQUIRED. THE COMPLETE KITS RETAIL FOR $3795. NICO MEMBERS PAY $2995--SAME FOR SHOPS, ETC. THAT IS WHOLESALE. THE BIGGEST DIFFERENCE IS THE ADAPTERS AND BLOWER ARE FULLY RACE PORTED, AND THE COMPLETE KIT WILL INCLUDE AN UPGRADED 65MM TBODY, LARGER MAF, UPGRADED INJECTORS, ETC. SOME OF YOU ARE ASKING FOR DYNO RUNS AND VIDEOS, ETC. WE HAVE SUBMITTED DYNOS ALREADY THAT BEAT AN SR20 SWAP--ESPECIALLY THE TQ NUMBERS--THE 240 KIT IS ONE OF MANY DESIGNS WE ARE DOING, SO MUCH INFO WILL COME FROM OTHER BUYERS WHO INSTALLED ONE (LIKE WATTYDCHI) AND GIVE THE RESULTS. THE DIFFERENCE BETWEEN THE ADAPTER SET AND OUR PORTED VERSION WILL BECOME APPARENT WITH A FULLY BUILT ENGINE. EVEN A STOCK ENGINE WILL SEE 20+ HP GAINS OVER A NON-PORTED SETUP. SMOOTHING THE CASTINGS WILL HELP THOSE OF YOU WITH NON-PORTED KITS, BUT YOU WONT BE ABLE TO TOUCH THE HP POTENTIAL OF OUR RACE-PORTED VERSION (NO, WE WILL NOT SHARE HOW TO DO IT). WE ARE ALSO WORKING ON A 3.0 STROKER KA24DE THAT WILL BLOW ALL OF YOU INTO A STATE OF EUPHORIA. COMBINED WITH THE PORTED KIT, WE SHOULD SEE OVER 500FT/LB. THAT IS A BIG BLOCK 454 TORQUE FIGURE. WHILE A BUILT ENGINE WITH A TURBO MAY MAKE MORE PEAK HP, OUR SETUP WILL BE INSANE TO DRIVE. ALL MY DESIGNS ARE DONE FIRST ON MY SIMULATOR PROGRAM, AND THEN I BUILD THEM. I AM ALWAYS WITHIN 2% OF THE HP/TQ I PREDICT, AND SOMETIMES WE MAKE MORE THAN THE SIMULATOR PROGRAM SHOWED.

[ILikeMy240sx]

torque curve looks pretty smooth. Linear power curve. Awesome. Looks like a fun car to drive.

I sincerely hope to see more things done for SCed KAs.

SCMASTER, 3L stroker kit for a 4 banger sounds amazing. What are you guys going to do about extra vibration caused by the stroker kit? 2.4L is already pretty big for a 4 banger. I'd imagine the dynamic load put on all reciprocating components due to large vibration from a 3L stroker kit can be quite large. I know this addresses issues with long term reliability but just wanted to know if that's something you looked into.

Thanks

[SCMASTER]

torque curve looks pretty smooth. Linear power curve. Awesome. Looks like a fun car to drive.

I sincerely hope to see more things done for SCed KAs.

SCMASTER, 3L stroker kit for a 4 banger sounds amazing. What are you guys going to do about extra vibration caused by the stroker kit? 2.4L is already pretty big for a 4 banger. I'd imagine the dynamic load put on all reciprocating components due to large vibration from a 3L stroker kit can be quite large. I know this addresses issues with long term reliability but just wanted to know if that's something you looked into.

Thanks

GREAT QUESTION. BRUCE CROWER (CROWER CRANKS, RODS, ETC) DID STUDIES ON CRANK STABILITY AND DISCOVERED A SIMPLE PHENOMENON. A 3" STROKE 'ORBITS' INSIDE THE MAIN JOURNAL BEARINGS AT 8000 RPM+, AND EACH 1/2" ADDITIONAL STROKE LOWERED THAT ORBIT BY 1000 RPM. USING THE KNOWN 'ORBIT FACTOR' WE CONCLUDE THAT THE STOCK KA 3.75" STROKE WOULD START TO ORBIT AT 6500 RPM. STROKING IT WOULD LOWER THAT TO 5750 RPM, WHICH COINCIDES WITH WHAT WE ARE BUILDING--A 6000 RPM REDLINE TORQUE MONSTER. ADDING A BLOCK GIRDLE (IT ALREADY HAS ONE) RAISES THE BLOCK STABILITY TO THE POINT WHERE WEB CRACKING IS ALMOST IMPOSSIBLE IF THE BLOCK IS MAGNAFLUXED AFTER BEING SLEEVED. THE GIRDLE WILL NEED TO BE CLEARANCED .100" ALONG WITH A SMALL AREA OF THE INSIDE BLOCK WALL. THE PURPOSE OF THIS KIT IS TO MAKE A SUCH A STRONG TORQUER THAT WE WILL USE AN AUTO TRANS. IMAGINE A 3000CC 17 PSI 500 FT/LB AUTO TRANS 10 SEC DAILY DRIVER WITH A 6K REDLINE. A BLAST TO DRIVE, A BLAST TO DRIFT, AND YOUR GIRLFRIEND OR MOM COULD RUN 10'S WITH IT AT THE TRACK (AND PROBABLY HAVE LOWER ET'S THAN MOST OF YOU AS WOMEN HAVE MUCH BETTER REACTION TIMES). THE CRANK WILL BE INTERNALLY BALANCED AND THE STOCK HARMONIC BALANCER WILL BE RETAINED OR REPLACED WITH A FLUIDAMPER OR SIMILAR HYDRO-WEIGHTED UNIT. THE HARMONICS OF A 4.25" STROKE IS NOT DIFFICULT TO DEAL WITH. EVERY STROKED BIG BLOCK SEES LONGER STROKES, AND SOME MARINE ENGINES LAST 2000 HRS WITH 4.5" STROKES. 2000 X 60MPH = 120K MILES. THANKS FOR A GREAT QUESTION.

[gepeto]

+1 for making me think about rebuilding my KA and doing something like this to it...I wish I had teh bling

[tloof]

You know my Porsche 968 Cabriolet has a 3.0L 4 cyl engine in it that is rated from the factory at 236 hp n/a (it does have variable valve timing to achieve that though). By adding a 4 into 1 equal length aftermarket header with free flow catback system & modded ECU chip from RSBarn it makes 285 hp at the crank (try matching that with ANY KA in n/a form...even a SC 2.4L KA will most likely not even come close to matching it!!). Keep in mind though that in order to make the engine run smooth Porsche had to add TWO balance shafts into the design of their engine, so I would suspect that the KA stroked out to 3.0L will be an extremely rough running engine in everyday use.

Now, if I could just add a SC onto my Porsche 968 engine, what a powerhouse it would make!!!!

[ILikeMy240sx]

GREAT QUESTION. BRUCE CROWER (CROWER CRANKS, RODS, ETC) DID STUDIES ON CRANK STABILITY AND DISCOVERED A SIMPLE PHENOMENON. A 3" STROKE 'ORBITS' INSIDE THE MAIN JOURNAL BEARINGS AT 8000 RPM+, AND EACH 1/2" ADDITIONAL STROKE LOWERED THAT ORBIT BY 1000 RPM. USING THE KNOWN 'ORBIT FACTOR' WE CONCLUDE THAT THE STOCK KA 3.75" STROKE WOULD START TO ORBIT AT 6500 RPM. STROKING IT WOULD LOWER THAT TO 5750 RPM, WHICH COINCIDES WITH WHAT WE ARE BUILDING--A 6000 RPM REDLINE TORQUE MONSTER. ADDING A BLOCK GIRDLE (IT ALREADY HAS ONE) RAISES THE BLOCK STABILITY TO THE POINT WHERE WEB CRACKING IS ALMOST IMPOSSIBLE IF THE BLOCK IS MAGNAFLUXED AFTER BEING SLEEVED. THE GIRDLE WILL NEED TO BE CLEARANCED .100" ALONG WITH A SMALL AREA OF THE INSIDE BLOCK WALL. THE PURPOSE OF THIS KIT IS TO MAKE A SUCH A STRONG TORQUER THAT WE WILL USE AN AUTO TRANS. IMAGINE A 3000CC 17 PSI 500 FT/LB AUTO TRANS 10 SEC DAILY DRIVER WITH A 6K REDLINE. A BLAST TO DRIVE, A BLAST TO DRIFT, AND YOUR GIRLFRIEND OR MOM COULD RUN 10'S WITH IT AT THE TRACK (AND PROBABLY HAVE LOWER ET'S THAN MOST OF YOU AS WOMEN HAVE MUCH BETTER REACTION TIMES). THE CRANK WILL BE INTERNALLY BALANCED AND THE STOCK HARMONIC BALANCER WILL BE RETAINED OR REPLACED WITH A FLUIDAMPER OR SIMILAR HYDRO-WEIGHTED UNIT. THE HARMONICS OF A 4.25" STROKE IS NOT DIFFICULT TO DEAL WITH. EVERY STROKED BIG BLOCK SEES LONGER STROKES, AND SOME MARINE ENGINES LAST 2000 HRS WITH 4.5" STROKES. 2000 X 60MPH = 120K MILES. THANKS FOR A GREAT QUESTION.

SCMASTER, thanks for addressing my question. It is very informative. But as always, answer to a question raises more questions

Anyways, the study that Mr. Cower did... that sounds very interesting.. I would love to get my hands on his study and read it over but I have a feeling that's information that is not easy to come by.

The "Orbit Factor"... is that a general "rule" for any kind of reciprocating IC engines? I have hard time imagining that 3" stroke with different mass will have the orbital effect at the same RPM. I am assming that the orbital effects occur due to the recip assy being close to its natural frequency. So, my guess is that differnet configurations will have different natural frequency. no?

Once again, thanks for taking the time to answer my question. I look forward to learning (finally in the 240 thread) more on this matter.

[elgarvo616]

wattydchi-does the intake piece fit under the stock hood? or did you have to mod it at all?

[GEO]

^^ isn;t 18psi choking the turbo a bit there?

[Jookmasta]

sorry but that is a GRADE A teaser pic lol. more pics or ban.....................

[audi]

haha

it looks like a neck jerker on the torque but the HP looks really smooth hows the power band feel on that bad boy? I would love to have lag free boost but if you want to take the car to the next HP level you need to turbo charge and engine swap but that thing is perfect for a DD.

[Malac0da13]

ah...more horsepower...swap a smaller pulley and a new bottom end...then u can bring on the HP

[ILikeMy240sx]

^^ isn;t 18psi choking the turbo a bit there?

Why do you say that? 2.0L and 18 psi on this turbo its just entering its efficiency range.

[SCMASTER]

THE ORBITING OCCURS REGARDLESS OF THE RECIPROCATING MASS. IT IS BASED ON A CERTAIN OSSCILATION INHERANT IN ANY PISTON ENGINE. WHILE COUNTERBALANCING AND BALANCING THE CRANK CAN HELP, IT DOES NOT ELIMINATE THE FACTOR. BALANCING IS USUALLY DONE TO A SPECIFIC RPM--THE TYPICAL CRUISING RPM IN A MARINE APPLICATION, ETC, AND WITH CERTAIN % BOB-WEIGHTS TO ACCOMODATE THIS. THE ORBITING WOULD OF COURSE BE A LESSER MEASUREMENT IF THE ROD WEIGHED 1GRAM AND THE PISTON 1 GRAM COMPARED TO THE STOCK 700/400 GRAMS RESPECTIVELY. IT WOULD STILL OCCUR, AND USING A STROBE AND DIAL INDICATOR WITH HIGH SPEED FILM IS HOW CROWER FOUND THIS. IT IS NO WONDER THAT THE 15K RPM INDY CARS HAVE A 2" STROKE, THEIR TI RODS WEIGH 250 GRAMS, AND THE PISTONS 200 GRAMS. THE RODS WE ARE USING WEIGH 500 GRAMS, AND THE PISTONS 310 GRAMS. THE POLAR MOMENT OF INERTIA IS PROBABLY LESS WITH OUR STROKER AND LIGHT WEIGHT COMPONENTS THAN THE STOCK PARTS AT 7K RPM, BUT WE WONT NEED RPM. WEIGHT RELATED STRESSES CUBE AS THE RPM DOUBLES. STILL, WE WANT TO BUILD AN INSANE MOTOR BECAUSE SOMEONE SAID IT CANT BE DONE. THAT IS WHAT DRIVES ME TO DO SOMETHING DIFFERENT. AND FOR THE 968 OWNER, WE HAVE FITTED ONE OF OUR AM-BDT (ALTERNATOR MOUNTED-BELT DRIVEN TURBO) TO A 944, SO IT SHOULD WORK ON YOUR VEHICLE AS WELL. SOMEONE SAID IT COULDN'T BE DONE, SO........

[SCMASTER]

haha

it looks like a neck jerker on the torque but the HP looks really smooth hows the power band feel on that bad boy? I would love to have lag free boost but if you want to take the car to the next HP level you need to turbo charge and engine swap but that thing is perfect for a DD.

THE POWERBAND IS SEAMLESS, SO IT FEELS LIKE AN ENGINE TWICE THE SIZE. IMAGINE A 5.0 STANG ENGINE IN ONE--FEELS LIKE THAT!!! TURBO ?? WHO NEEDS A STINKIN TURBO??? THEY LAG, LEAK, BURN UP, BLOW OFF HOSES, HAVE SEVERE TUNING ISSUES, GIVE DIFFERENT AND UNPREDICTABLE BOOST LEVELS DEPENDING ON LOAD FACTORS, AND LAST AN AVERAGE 9 MONTHS (LIKE THE GESTATION PERIOD OF A BABY). THE EATON BLOWER HAS A $17 NOSE SEAL THAT IS REPLACABLE IN 15 MINUTES, AND THEY LAST 10 YEARS OR 150K BETWEEN $200 BEARING REPLACEMENTS. THE BASELESS CLAIM OF A TURBO BEING 'FREE HP' IS ABSURD, AND UP TO 14 PSI A TURBO HAS NO ADVANTAGE AT ALL OVER AN EATON. PUMP GAS CAN SUPPORT 18 PSI ON A PROPERLY TUNED/BUILT ENGINE, SO FOR THOSE RUNNING BOOST ABOVE 2 BAR ABSOLUTE A TURBO MIGHT WIN A RACE--AND I SAY MIGHT!!! IMAGINE A 500 FT/LB 240SX RUNNING 9'S. HOW MANY OF YOUR ANEMIC TURBOS CAN DO THAT? DONT MISUNDERSTAND ME. AS A TURBO DESIGNER (I OWN AT LEAST FIVE TURBOCHARGER COMPRESSOR WHEEL DESIGNS) I HAVE DELVED INTO EVERY AREA OF TURBOS, AND FIND THEM USELESS IN 99.9% OF APPLICATIONS--ESPECIALLY FOR STREET USE. AFTER YEARS OF WORKING WITH TURBOS I TIRED OF THE CONSTANT HASSLE OF A TURBO. SINCE WORKING ON THE EATON UNITS WITH PORTED HOUSINGS, I REALIZED THE BS I HAD HEARD FROM THE TURBO MUCKY-MUCKS WAS JUST THAT. PURE BS, WITH WHIPPED CREAM ON TOP. SO IN RARE CIRCUMSTANCES I STILL SUGGEST A TURBO, BUT NEVER ON A STREET DRIVEN DAILY DRIVER.

[ILikeMy240sx]

THE ORBITING OCCURS REGARDLESS OF THE RECIPROCATING MASS. IT IS BASED ON A CERTAIN OSSCILATION INHERANT IN ANY PISTON ENGINE. WHILE COUNTERBALANCING AND BALANCING THE CRANK CAN HELP, IT DOES NOT ELIMINATE THE FACTOR. BALANCING IS USUALLY DONE TO A SPECIFIC RPM--THE TYPICAL CRUISING RPM IN A MARINE APPLICATION, ETC, AND WITH CERTAIN % BOB-WEIGHTS TO ACCOMODATE THIS. THE ORBITING WOULD OF COURSE BE A LESSER MEASUREMENT IF THE ROD WEIGHED 1GRAM AND THE PISTON 1 GRAM COMPARED TO THE STOCK 700/400 GRAMS RESPECTIVELY. IT WOULD STILL OCCUR, AND USING A STROBE AND DIAL INDICATOR WITH HIGH SPEED FILM IS HOW CROWER FOUND THIS. IT IS NO WONDER THAT THE 15K RPM INDY CARS HAVE A 2" STROKE, THEIR TI RODS WEIGH 250 GRAMS, AND THE PISTONS 200 GRAMS. THE RODS WE ARE USING WEIGH 500 GRAMS, AND THE PISTONS 310 GRAMS. THE POLAR MOMENT OF INERTIA IS PROBABLY LESS WITH OUR STROKER AND LIGHT WEIGHT COMPONENTS THAN THE STOCK PARTS AT 7K RPM, BUT WE WONT NEED RPM. WEIGHT RELATED STRESSES CUBE AS THE RPM DOUBLES. STILL, WE WANT TO BUILD AN INSANE MOTOR BECAUSE SOMEONE SAID IT CANT BE DONE. THAT IS WHAT DRIVES ME TO DO SOMETHING DIFFERENT. AND FOR THE 968 OWNER, WE HAVE FITTED ONE OF OUR AM-BDT (ALTERNATOR MOUNTED-BELT DRIVEN TURBO) TO A 944, SO IT SHOULD WORK ON YOUR VEHICLE AS WELL. SOMEONE SAID IT COULDN'T BE DONE, SO........

SCMASTER, Ive learned new things from your post. It's always nice to learn something new everyday from a knowledgeable person like your self. So, the orbital of course happens on any reciprocating IC engine but my guess is that the frequency or RPM at which the orbiting motion occurs would be different depending on stroke and mass. Im wondering which has more effect on at which frequency the orbiting motion occurs... is it the length of stroke or is the mass? My guess would be length of stroke... perhaps that's why you are worried more about the stroke length at which the Crower test was done rather than how much the Crower assy weighed.

Thanks for answering the questions. Do keep us posted about your progress since 3L KA is something I am interested in learning more about.

Good luck with the project.

[ILikeMy240sx]

THE POWERBAND IS SEAMLESS, SO IT FEELS LIKE AN ENGINE TWICE THE SIZE. IMAGINE A 5.0 STANG ENGINE IN ONE--FEELS LIKE THAT!!! TURBO ?? WHO NEEDS A STINKIN TURBO??? THEY LAG, LEAK, BURN UP, BLOW OFF HOSES, HAVE SEVERE TUNING ISSUES, GIVE DIFFERENT AND UNPREDICTABLE BOOST LEVELS DEPENDING ON LOAD FACTORS, AND LAST AN AVERAGE 9 MONTHS (LIKE THE GESTATION PERIOD OF A BABY). THE EATON BLOWER HAS A $17 NOSE SEAL THAT IS REPLACABLE IN 15 MINUTES, AND THEY LAST 10 YEARS OR 150K BETWEEN $200 BEARING REPLACEMENTS. THE BASELESS CLAIM OF A TURBO BEING 'FREE HP' IS ABSURD, AND UP TO 14 PSI A TURBO HAS NO ADVANTAGE AT ALL OVER AN EATON. PUMP GAS CAN SUPPORT 18 PSI ON A PROPERLY TUNED/BUILT ENGINE, SO FOR THOSE RUNNING BOOST ABOVE 2 BAR ABSOLUTE A TURBO MIGHT WIN A RACE--AND I SAY MIGHT!!! IMAGINE A 500 FT/LB 240SX RUNNING 9'S. HOW MANY OF YOUR ANEMIC TURBOS CAN DO THAT? DONT MISUNDERSTAND ME. AS A TURBO DESIGNER (I OWN AT LEAST FIVE TURBOCHARGER COMPRESSOR WHEEL DESIGNS) I HAVE DELVED INTO EVERY AREA OF TURBOS, AND FIND THEM USELESS IN 99.9% OF APPLICATIONS--ESPECIALLY FOR STREET USE. AFTER YEARS OF WORKING WITH TURBOS I TIRED OF THE CONSTANT HASSLE OF A TURBO. SINCE WORKING ON THE EATON UNITS WITH PORTED HOUSINGS, I REALIZED THE BS I HAD HEARD FROM THE TURBO MUCKY-MUCKS WAS JUST THAT. PURE BS, WITH WHIPPED CREAM ON TOP. SO IN RARE CIRCUMSTANCES I STILL SUGGEST A TURBO, BUT NEVER ON A STREET DRIVEN DAILY DRIVER.

I agree with you that SCs are much easier to maintain than a turbo and might be less problems with SC units.

However, it seems that you do not like the power delivery characteristics of a turbocharged vehicle on a daily drive cars.

I know this technology has been around for quite some time esp on diesel engines but what do you think of the use of a variable geometry turbines on turbochargers to reduce lag?

Of course any type of lag reducing capability comes at high cost and complicated mechanisms such as twin turbos and VGTs.

There is no argument that SCs are better than turbochargers in the no lag department... but what is your opinion about turbocharged engines that eliminates or reduce lag via VGTs and twin turbos?? Aside from cost and complicated mechanisms, it seems to work quite well.

[sharjt]

wattydchi-does the intake piece fit under the stock hood? or did you have to mod it at all?

Like a glove! Actually we used an aftermarket cold air intake and just cut off the down angle that should have gone to the Throttlebody in order to make a straight shot to the new tb position.

Also I will post the full write up soon with lots of pics.

[GEO]

Why do you say that? 2.0L and 18 psi on this turbo its just entering its efficiency range.

My bad, I forgot those are rated to 390hp.

[Kouks]

THE POWERBAND IS SEAMLESS, SO IT FEELS LIKE AN ENGINE TWICE THE SIZE. IMAGINE A 5.0 STANG ENGINE IN ONE--FEELS LIKE THAT!!! TURBO ?? WHO NEEDS A STINKIN TURBO??? THEY LAG, LEAK, BURN UP, BLOW OFF HOSES, HAVE SEVERE TUNING ISSUES, GIVE DIFFERENT AND UNPREDICTABLE BOOST LEVELS DEPENDING ON LOAD FACTORS, AND LAST AN AVERAGE 9 MONTHS (LIKE THE GESTATION PERIOD OF A BABY). THE EATON BLOWER HAS A $17 NOSE SEAL THAT IS REPLACABLE IN 15 MINUTES, AND THEY LAST 10 YEARS OR 150K BETWEEN $200 BEARING REPLACEMENTS. THE BASELESS CLAIM OF A TURBO BEING 'FREE HP' IS ABSURD, AND UP TO 14 PSI A TURBO HAS NO ADVANTAGE AT ALL OVER AN EATON. PUMP GAS CAN SUPPORT 18 PSI ON A PROPERLY TUNED/BUILT ENGINE, SO FOR THOSE RUNNING BOOST ABOVE 2 BAR ABSOLUTE A TURBO MIGHT WIN A RACE--AND I SAY MIGHT!!! IMAGINE A 500 FT/LB 240SX RUNNING 9'S. HOW MANY OF YOUR ANEMIC TURBOS CAN DO THAT? DONT MISUNDERSTAND ME. AS A TURBO DESIGNER (I OWN AT LEAST FIVE TURBOCHARGER COMPRESSOR WHEEL DESIGNS) I HAVE DELVED INTO EVERY AREA OF TURBOS, AND FIND THEM USELESS IN 99.9% OF APPLICATIONS--ESPECIALLY FOR STREET USE. AFTER YEARS OF WORKING WITH TURBOS I TIRED OF THE CONSTANT HASSLE OF A TURBO. SINCE WORKING ON THE EATON UNITS WITH PORTED HOUSINGS, I REALIZED THE BS I HAD HEARD FROM THE TURBO MUCKY-MUCKS WAS JUST THAT. PURE BS, WITH WHIPPED CREAM ON TOP. SO IN RARE CIRCUMSTANCES I STILL SUGGEST A TURBO, BUT NEVER ON A STREET DRIVEN DAILY DRIVER.

First of all, I know someone with a 302 EFi in a s13 coupe. boils the tires and after 4500rpm is boring.

Second, to think a supercharged 3.0L stroker KA with 500lb ft torque and maybe 380whp will run 9's is crazy. Wont happen. I know people with real v8s in their 240s, and this is a tubbed 9" rear end, DRAG only car. He runs 10's. around 400whp and over 500lb./ft torque. (1.3 60 fts.) Purpose built. Low 11's sounds right for you.

Dont misunderstand me either, I would LOVE to ride in a built sc's KA, however, your predictions of nines is crazy.

Lastly, "how many of your anemic turboes can do that" is a very childish response and why do they have to be anemic. Some peoples turboes are over sized and I will gaurantee they can outrun your SC'd KA.

On that note, I welcome you to keep us updated, and even bring this topic over to http://www.drag240sx.com Way more informed site then most people on this board can bring. No offense, its just way more professionals there who can better debate this topic, as well as admire it.

thanks again for going into uncharted territory.

[yessir240]

i just wanna know what a s14a is

[TheOne]

i just wanna know what a s14a is

late S14(97-98) more comonly known as S14 kouki, also called S14.5.

[yessir240]

so two cars on the same exact chassis ones a s14 and one is a s14a

[gepeto]

S14 "A" Is just a way people call them, nothing official.

[SeVa-S13]

S14 "A" Is just a way people call them, nothing official.

And it's pretty counter-intuitive, as far as order is concerned. (the 95/96's being "b" and the 97/98's "a")

Mentioning the year is just as easy and leaves no question.

[aaronsnocker1]

How about you push your other board somewhere else. I'm pretty confidant that this board has more than enough people who can apreciate this project just as much as your professional filled board. This happens to be the second thread where Mr. Knight has been kind enough to share his knowledge with us. Go check out the other one and read through all of his post before calling his response childish. Quit being such a condescending douche. Just because this board has lots of noobs doesn't mean we don't love to learn from masters of the performance world. end rant. sorry about the thread jackcarry on

[sharjt]

Quit being such a condescending douche.

[Veriest1]

Quit being such a condescending douche.

Well that's a slight bit better than a condescending butt plug.

EDIT: The dyno looks nice. Keep up the good work but it's a shame I've already purchased a turbo. I'd definatly be looking into your product otherwise.
Modified by Veriest1 at 12:11 PM 8/14/2006

[TOPSECRT88]

Interesting.....maybe i could twin charge my KA. What do you guys think about that method?

[SCMASTER]

QUOTE: First of all, I know someone with a 302 EFi in a s13 coupe. boils the tires and after 4500rpm is boring.

Second, to think a supercharged 3.0L stroker KA with 500lb ft torque and maybe 380whp will run 9's is crazy. Wont happen. I know people with real v8s in their 240s, and this is a tubbed 9" rear end, DRAG only car. He runs 10's. around 400whp and over 500lb./ft torque. (1.3 60 fts.)Purpose built. Low 11's sounds right for you.

Dont misunderstand me either, I would LOVE to ride in a built sc's KA, however, your predictions of nines is crazy.

Lastly, "how many of your anemic turboes can do that" is a very childish response and why do they have to be anemic. Some peoples turboes are over sized and I will gaurantee they can outrun your SC'd KA.

WE MUST CONSIDER TWO THINGS. ONE, THE V8 WEIGHS 300LB MORE THAN THE KA, AND THE WEIGHT IS AT THE WRONG END OF THE CAR. SECOND, THE 1.3 60FT IS LOWER THAN ANY I HAVE EVER DONE OR HEARD OF--EVEN ON A TUBBED STREET CAR, SO THE MOTOR MUST NOT BE TUNED WELL. I BUILT SEVERAL TUBBED 2K LB CARS THAT RAN LOW 10'S WITH 350HP (APPROX 5LB/HP GETS YOU HIGH 9'S/LOW 10'S). I AM NOT SAYING SOME FULLY BUILT TRACK ONLY 240 TURBO WONT RUN FASTER THAN AN SC VERSION. WHAT I AM SAYING IS THAT MOST 240'S DO AN SR20 DET CONVERSION. THE T25 IS ANEMIC. MOST PEOPLE WANT TO COMPARE THE KA-SC TO THE SR20DET FOR THE BANG PER DOLLAR. WE ARE COMPETING WITH ENGINE SWAPS SHOWING THE KA TO BE A GOOD ENGINE. THE CAR YOU ARE REFERRING TO MUST HAVE BEEN EXTREMELY HEAVY, AS THE FORMULA IS THIS FOR DETERMINING 1/4 MILE TIME:1/4 MILE TIME = 6.9446 X (WEIGHT / HP)^.2841, SO A 3000LB 400HP SETUP WOULD RUN MID 10'S, WHILE A 2K VERSION WOULD BE HIGH NINES WITH 1.5 60FT TIMES. THE V8 CAR GIVES AWAY AT LEAST 300LB, PLUS WEIGHT TRANSFER AND BIAS.I AM NOT BEING ARGUMENTATIVE--LET'S JUST SEE WHAT HAPPENS!!!