High Comp. Ka24e budget build

[deviousKA]

the car has been running for a week now, and running strong. i picked up my 90 fastback with 105k for 900 and decided to build up the knocking but clean ka24e. i decided to go with a n/a setup because of my type of driving, price, and just plain coolness. the prices for any kind of custom forged pistons are outrageous from my standpoint. i did a little researching and brainstorming and ordered myself some mazda b2600 91.1 bore 36.1 compression ht. flat top pistons with a 22mm press fit pin (very, very cheap :cool: ). obviously the pistons will come above deck ht, the bore is HUGE (especially for ka24e), and the pin is 1mm larger. i view all of those as positives :). okay first i tackled the deck ht. problem. the edge of the piston (where compression ht is measured) was machined down to allow relief for the headgasket and combustion chamber. the mazda pistons have much lower ring lands then the ka24e as well as 2 2mm compression rings. once the piston was modified to clear up top i noticed the piston skirt came extremely close to the counterweight on crank. after a little die grinder work and piston weighing was finished it has plenty of clearance. the rods were honed out to 22mm (some of the copper bushing is left in) and the pins were pressed in. After many calculations and double checking my c/r is right where i wanna be 10.5:1. my crank was full of plastic shavings due to a shredded timing chain guide, and due to the factory installed ball plugs impossible to clean. the ball bearings plugs were drilled out and allen plugs installed, nice. during this whole process i had been dreading the fact of having to fly cut my pistons (myself most likely:( ) to accomidate the tall compression ht. as well as my pdm c.404 cam. well after a little rediscovered fun with some modeling clay, i find out i have over .080" of piston to valve clearance (exhaust valve, intakes clear by a mile) so that really cheers me up. the rest of the engine was rebuilt and had performance grind on the valves, no porting, stock exhaust manifold. i had to buy 3 headgaskets to get the fit that i wanted and finally settled on the ROL. i bought new headbolts and a steel-backed timing chain kit. i put it in last week with some new injectors and super-nice k&n filtercharger system. i hope to get it on the dyno soon with some ecu and fuel tuning. i am mixing my own gas. i have a 90 coupe that was rebuilt recently and i thought it was fast. this engine pulls so hard from 4000-6000rpm is is unbelievable it is ka24e. total cost ~700 including cam, pistons, machine work, and the rest of rebuild kit

[Bill Roberts]

Welcome to the 200HP+ N/A KA24E club!

I just got back from the South Florida 240SX meet and their were a lot of cars there. I was the only one proudly showing a hood-up KAE and of course folks wanting me to do a swap..which I may do this spring around the first true work break..but the way I am sounding and running, I am very happy with mine.

So with your crank, what does your total displacement figure out to? I am right at 2.55 myself.

You did your homework and get ready to reap some rewards.

You might want to PM me for some intake hints. I did some measurements of air temperature in the way mine is configured and since I am still experimenting, until I am done, I don't really want to put too much info out there. Lets just say, I've found some really cold air passively. I do have some questions for you as well..some techy stuff.

Great going!!

[deviousKA]

i doubt im in the club yet. im still running stock ecu and injectors. Here she is

[Bill Roberts]

ECU and injectors of course.

Those lights will have to move toward the center for my intake situation..they are right where the nozzels go.

[zero.counter]

Originally posted by devious
total cost ~700 including cam, pistons, machine work, and the rest of rebuild kit
Now that, my friend, is bad azz. Did you have hookups?

[deviousKA]

well i rebuild/install nissan/toyota truck engines for a living. i got all my parts except cam from my local rebuild distributor. machine work was done at our regular machine shop, after i had all the think-work done. yes it will cost more for someone who doesnt rebuild engines daily to do. still you can do it for less than custom forged pistons/rods cost alone. factory 9.1:1 piston set with rings is 400, was going to go that route but why waste my time and not go all out. the pistons w/rings cost about 25 a piece :p

[kapickup]

the car has been running for a week now, and running strong. i picked up my 90 fastback with 105k for 900 and decided to build up the knocking but clean ka24e. i decided to go with a n/a setup because of my type of driving, price, and just plain coolness. the prices for any kind of custom forged pistons are outrageous from my standpoint. i did a little researching and brainstorming and ordered myself some mazda b2600 91.1 bore 36.1 compression ht. flat top pistons with a 22mm press fit pin (very, very cheap :cool: ). obviously the pistons will come above deck ht, the bore is HUGE (especially for ka24e), and the pin is 1mm larger. i view all of those as positives :). okay first i tackled the deck ht. problem. the edge of the piston (where compression ht is measured) was machined down to allow relief for the headgasket and combustion chamber. the mazda pistons have much lower ring lands then the ka24e as well as 2 2mm compression rings. once the piston was modified to clear up top i noticed the piston skirt came extremely close to the counterweight on crank. after a little die grinder work and piston weighing was finished it has plenty of clearance. the rods were honed out to 22mm (some of the copper bushing is left in) and the pins were pressed in. After many calculations and double checking my c/r is right where i wanna be 10.5:1. my crank was full of plastic shavings due to a shredded timing chain guide, and due to the factory installed ball plugs impossible to clean. the ball bearings plugs were drilled out and allen plugs installed, nice. during this whole process i had been dreading the fact of having to fly cut my pistons (myself most likely:( ) to accomidate the tall compression ht. as well as my pdm c.404 cam. well after a little rediscovered fun with some modeling clay, i find out i have over .080" of piston to valve clearance (exhaust valve, intakes clear by a mile) so that really cheers me up. the rest of the engine was rebuilt and had performance grind on the valves, no porting, stock exhaust manifold. i had to buy 3 headgaskets to get the fit that i wanted and finally settled on the ROL. i bought new headbolts and a steel-backed timing chain kit. i put it in last week with some new injectors and super-nice k&n filtercharger system. i hope to get it on the dyno soon with some ecu and fuel tuning. i am mixing my own gas. i have a 90 coupe that was rebuilt recently and i thought it was fast. this engine pulls so hard from 4000-6000rpm is is unbelievable it is ka24e. total cost ~700 including cam, pistons, machine work, and the rest of rebuild kit

Hey i was reading your post and i was very fascinated with what you did to that ka24e. I have a ka24e and i am trying by any means possible to rebuild it but with around 180-200 whp any more would be great but stock no turbo. i was wondering if you can email me your setup and what you did with your ka and how much hp its pushing now i would be much grateful.
Thanks much.

[ManoNegra]

Dude, the thread is from 2003...