|
Ka24et FAQ
Yes! For all you boostfiends that love SingleSlammers, the official KA-ET Writeup!
First things first, make sure you've got time, some cash, and a good compression engine. ------------------------------------ Basic specs of our KA24E SOHC 2.4liter: Displacement: 146 cubic inches (2.4 L) Bore: 3.50" (89 mm) Stroke: 3.78" (96 mm) Compression Ratio: 8.6:1 (also 9.1 in some engines) Compression Pressure: 142-192 psi. Horsepower @ RPM: 134 @ 5200 Torque lb*ft @ RPM: 154 @ 3600 Camshaft lobe lift: .388" (9.86 mm) Intake valve dia: 1.34" (34 mm) Exhaust valve dia: 1.58" (40 mm) Valves: 12; 8 intake, 4 exhaust ------------------------------------ Basics needed for KA-ET: Turbo Manifold Intercooler Higher flowing injectors Oil fittings and lines Turbo Downpipe/Turbo Elbow Blow off valve (when upping the boost) Higher flowing fuel Pump Boost gauge (im an idiot and forgot) ------------------------------------ SOHC Manifolds: Gladman performance Import Auto Performance JGS Precision RealNissan.com/Nizzx.com manifold RevHard Intercoolers: Any will work. Once you go higher than 370s, piggyback/standalone is a MUST!!! Injectors should be topfeed, unless replacing/upgrading to sidemount injectors. Oil lines and fittings: JGS Precision Turbo: Generally, something pretty big for 2.4L T25 (safe but small) GT28RS T2871 GT3071R GT32 T3/4 Hybrid Downpipes and Elbows: Everyone makes em. Blow off valves: JGS HKS Tial Greddy Wastegates: Tial JGS Precision Turbonetics TurboSmart Fuel pump: Walbro 255 MAF: 300zx or Cobra MAF *edit*(good to 500hp)*edit* Can anyone vouch for 700hp on a Cobra MAF? ------------------------------------- IIRC, you can achieve 300hp on stock internals, but thats pushing it. I'd personally boost up to 10-15psi on stock internals. I forget what sparkplugs were recommended, but normally they should be regapped to .028-.03 *EDIT* Splitfire PLAT 3's or NGKs preferred *EDIT* On stock boost, you don't need any standalone or piggyback, but once upping the boost, its a must. Once you start boosting over 10psi, I suggest you start building internals or other support mods. And being as our cars are SOHC KA-Es, there is a plethora of parts out in the market, albet hard to find, that would make your mouth water. Google things up. Heres a hint, REBELLO!!! And you can't forget the premier Nissan Tuner, Jim Wolf Technologies. ------------------------------------- Dynotuning is a must. Or you could try to ghettorig that, and find an open street/lot (but thats just being STUPID!!) Feel free to add anything, being as this is a FAQ. My personal build would allow me to reach approx. 240hp on stock boost. But no one is interested in my tweaked build. SINGLESLAMMERS, UNITE!!! And feel free to IM me on AIM or use the PM system if you've got additional input on this. |
Anyone have dynosheets for their KA-ET? I've got some saved, but can't post them up without owner's ok.
I call upon the Power of SEARCH!!! #/f/search.php?searchid=472435 |
danng, nice socheat!
|
Quote:
The cobra maf is good to around 500hp, and it's not really "good", it's jerry-rigged by JWT with a signal splitter, because wihtout it, it'll fail around 300hp. The splitter, however, gives the maf 1/2 the resolution of other mafs. Combine that with it's rediculous 3.5" inlet and 3" outlet cone-shape.. it's a crummy option. I have one, and I'm ditching it once my bikirom gets in. -Jeff |
Can anyone vouch 700 on a cobra maf? Maybe a ford cobra, but there hasn't been a KA over 633. And there's been one KA over 500 with a JWT ecu, I think (t66240). I think he was running a z32 maf, which should be good to 500-550. We dont (at least I don't) really have solid numbers on that. But if you're reading an FAQ on turboing your car, you won't need to worry about what maf to hit 500hp with.
You lumped intercoolers and injectors in the same line. Confusing. Once you upgrade injectors, you need to control them, with either JWT ecu, piggyback, standalone, or bikirom makes a eeprom for $80 or so for sohc. |
Why wouldn't you need a MAF once you have the bikirom?
|
the megabikirom has a map sensor option
|
To add to what was previously written:
These are the Prerequisites to building a SOHC Turbo. Together we will go through typical setups from mild to extreme to reach the power goals you desire. These are lists of typically used items that are easily attainable by the average person. All setups should have the Air to Fuel Ratio verified on a dyno with wideband or at very least on a track using an in-car wideband setup (NO watching the standard O2 signal and calling it good). If your using pump gas and seeing air to fuel ratios more lean than 11.8:1-12:1, some rethinking on the tuning/fuel setup will be needed. A narrowband guage(typical A/F guage from Autometer for instance) is not complex enough to be a real indication of the ratios inside your combustion chamber. Very Mild Build: around 180 rwhp Turbo Manifold Blow Off Valve Turbo (T25) Downpipe 2.5" is perfectly fine Pipe to connect turbo to throttle body Fuel Control: FMU (not recommended, but doable) Raises fuel pressure per boost to make injectors flow more than normal. DSM 450cc Injectors or Comparable (These injectors are low impedence, while the ECU requires high impedence. Making it necessary to wire in resistors to alter that so the ECU can control them. These can be found at places found at the bottom) Apexi SAFC2 Greddy Emanage Mild power adder, say you want around 200 rwhp. Turbo Manifold Blow Off Valve Small Intercooler (potentially get away with a side mount) Turbo T25/T28/14B, etc. Smaller T2 setups. Usually will be internally wastegated. Downpipe 2.5" is perfectly fine Replacing the Exhaust is starting to be very necessary at this stage, so I would start to shop for that as well. Fuel Control DSM 450cc Injectors Apexi SAFC2 Greddy Emanage Back off base timing at distributor or MSD BTM Average: 300 rwhp to 350 rwhp, you have to start to expect a little more lag. This is about the perfect "street car" limit. No race gas, just good honest street car fun that is fully capable of bring home a 12 second timeslip on a good run. Turbo Manifold T3/T04E .50 Trim compressor, .60 trim compressor housing / Stg 3 (aka TA31) turbine wheel, .48 to .63 A/R exhaust housing. Internal wastegate optional but not recommended. Downpipe can still be 2.5", but this is as far as I would want to push that. Front Mount Intercooler (FMIC) It's time to upgrade to a larger front mount as the larger will push more air than the smaller sidemount can cool. Fuel Control 550cc Injectors SAFC2 to control your fuel injectors, along with the stock ecu. MSD BTM At this stage I would be running the BTM to control timing retard. Reflashed ECU-This can be a DIY thing with Eprom Tuning or a JWT. This is the largest JWT is capable of flashing for those that want it. Z32 Maf is required, as the stock Maf stops being able to read at around 260 rwhp. Wideband O2 Sensor should be installed for tuning. Block Internals This is where I would start to consider it necessary to replace you pistons. Above Average: 350 rwhp to 425 rwhp Turbo Manifold Blow Off Valve T3/T04E 50 Trim .48/.63 or slightly larger turbo, this is where I would start to make the switch up to an external wastegate. You have the option to reroute it back into the exhaust, or merely "dump" it out into the open. "Dump" is usually a mini exhaust in the form of 1.5" piping routed out to the open. FMIC Larger is starting to be necessary. Typical for setups from here on, are 12"x24"x3" for the core. Downpipe 3", at this point I would switch to the larger downpipe. You can probably get away with it at 2.5", but it will be causing a little bit of backpressure. Moving to 3" piping as quickly as possible is what you want though. Usually it is necessary to have the first bend 2.5" to clear the steering shaft though. Exhaust 3" Block Internals At this stage you'll want to "build" or fortify your block to better handle boost. Previous to this you can walk the line, but here and forward I find it necessary to do so. Forged Rods Forged Pistons Stock Crank Plus your typical rebuild items. Fuel Control Standalone fuel management is recommended at this stage in the game and is absolutely necessary at the next. These allow you control not only very large injectors, but the tuner to have complete control over both timing and fuel. 720cc Injectors. Wideband O2 Sensor is necessary for tuning. Wild Build: 425 rwhp to 600 rwhp. Lag is obviously going to be much more apparent, full boost isn't going to happen until around 4000-5000 rpms or so. Once spooled it will pull very hard. Turbo Manifold Turbo T3/T61/SC61 or GT35R seem to be the typical turbo's in the area. External Wastegate is your only option that should be considered. Blow Off Valve You'll want a good performing more expensive blow off valve to alleviate reverted air when the throttle body closes from pushing against the compressor wheel. FMIC the 24"x12"x3" Core's are still effective in this range. Downpipe 3" is still capable of handling these power levels Exhaust 3" or larger Fuel Control 720cc-1600cc Injectors Standalone Fuel Management Recommeded to switch to Map instead of Maf for reading airflow. Wideband 02 Sensor installed and wired into standalone for adjustments and monitoring. Dyno tuning is very valuable. Block Internals Along with the previously mentioned internals I would add these to the list Cam (per your discretion) Build your head as well Solid Lifter Conversion (not required, but not a bad idea) Valve Springs Valve Retainers ARP Head/Main Studs Cometic Headgasket or similar Absolute turbo necessities...amongst the aforementioned goodies above. Oil Lines (Picture of good return location) http://northwestnissans.com/photopos...oilpanbung.jpg Boost gauge Here's lists of aftermarket products that are currently on the market Turbo Build Parts Turbo Manifold (Exhaust Manifold) JGS Precision http://northwestnissans.com/photopos...bomani-med.jpg Realnissan.com Import-AutoPerformance.com http://home.att.net/~MabuhayCarlos/IAP1b.jpg Nizzx.com http://www.nizzx.com/Turbo%20compone...0KA24E%205.JPG BOV Tial Greddy RS JGS HKS SSQV Wastegates Tial http://northwestnissans.com/photopos...0/3509tial.jpg JGS http://northwestnissans.com/photopos...tegate-med.jpg Turbonetics Block Internals Pistons: Can be accomplished one of two ways, by purchasing ones that are made for the E with their intended compression ratio. The other is to use DE pistons and subtract a full compression point to equal the difference between the E and DE head. (ie 9:1 DE pistons will be 8:1 in an E) Arias 8.8:1(E) Wiseco 9:1(DE) 8:1(E) JE Ross 8.5:1(E) CP 9:1(DE) 8:1(E) Rods: Any rod that will fit the bottom end of the DE will work with E as well. Crower Pauter Carillo Eagle (release tbd) Bearings Whatever your preference is for rebuilds. Mine is Clevite. ARP Head/Main Studs JGS Precision sells them Headgasket SCE gaskets Valves SI valves Valve Springs Pioneer Inc Automotive Products Intake Part Number:RV-1034-4 Exhaust Part Number: RV-611-4 Cams PDM Racing Nissan Motorsports Colt Cams Hybridka.com JWT Technology Solid Lifter Conversion Kit Hybridka.com Spark Plug Wire Shield JGS Precision Vacuum Block JGS Precision Heavy Duty Motor Mounts Nismo (hard rubber) JGS Precision (poly) Ground Zero (solid) Kazama Typical Injectors Used on SOHC DSM (Eclipse/Talon/Laser) 450cc Injectors *Low Impedence* RX-7 T2 550cc Injectors *High Impedence* Denso 195500-2020 RX-7 N/A 460cc Injectors *High Impedence* CA18DET 370cc Injectors *Low Impedence* Injector Resistors (To alter low impedence to work with a high impedence ecu) JWT Technology JGS Precision |
You're the mod from KA-T? Thanks for the contribution.
|
Not a mod, (well am now actually) but I'm a friend of Rick's and post a lot.
|
That Import-AutoPerformance manifold looks nice. Equal Length runners is what I was looking for. Except I don't like where the wastegate piping is. So when I purchase the manifold I am going to cut the piping off, get it welded up and relocate it to where that circle thing is just before the flange.
I am wondering if anyone has done head work to the KA24E, I am going to port and polish the cylinder head myself, use stainless steel swirl polished undecut valves, Manganese-Bronze valve guides. What I am not too sure about right now is the solid lifters and camshaft. Does anyone have any insight on this? |
Quote:
The KA24E was used profusely during the previous decade by SCCA NA guys. Geoff at Colt Cams has been working a lot with people from ka-t.org in producing really effective turbo cams for the SOHC. The cam should be cut a little different to run with solid lifters if you want him to work with you on that, he should. Here's my custom intake manifold Lance made for my SOHC. http://northwestnissans.com/photopos...nebay4-med.jpg http://northwestnissans.com/photopos...enturi-med.jpg |
That is a beautiful intake manifold. Thanks for the advice on the turbo manifold, as well as the cam, I plan to look into that.
I am also looking into a symmetrical intake manifold, although I question if there is much of a gain. |
Well mine is similar to Ventura Racing's 700 rwhp SOHC manifold. So I think it will be good enough for me anyway. We considered a design like that as well, but decided this was just fine for what i wanted. (500-550 rwhp).
I need to add some things to the list as well, so you'll notice some new things that are available for the SOHC too. |
Hmm sounds good. At the most I'm probably going to want 500rwhp. I was reading through your SOHC-T Coupe build up. You are doing what I have been planning, albut a different parts list and little different setup but same idea. Awesome work, keep supporting the SOHC...
|
I got a question, so right now Im saving up for my Ka-t setup and rebuilding my spare ka. I was thinking I might as well install the system in the engine in my car right now. This way I can practice tuning with the SAFC and get used to managing the boost, while saving up $ for forged internals for my spare. Problem is, I want to basically bolt on the turbo stuff on my current engine and was wondering if there is any alternate area I can tap in the oil return line? Like an oil filter sandwich plate? Dipstick? Sounds ghetto but I dont want to have to deal with getting the oil pan off and welding a bung in there.
|
None that I would view as a viable or reliable option. it's worth the time inevested to do it correctly. Quite a few people take a punch punch the metal and then weld on the flange. Personally that's not for me, I'll drill and weld with the pan off. Do it once, and do it right.
Quote:
|
If your going to do something you should do it right. Most of the failures are due to shotty ways of doing something...Anyone can rebuild a engine, but it might only last 20,000miles. Compared to the person who know what they are doing and does it all the right way it will last 200,000miles+....
|
Point was taken but I dont think I explained my situation clearly. I have 2 engines, (one in car,) and an extra which will be getting forged pistons, and a proper oil return bung welded onto oil pan.
I was just asking if there is any other way to temporarily get a oil return spot, just so I can get boosting in my old crappy motor, (the one currently in the car,) without having to pull the engine. This would simply be for kicks while I finish up my spare, which would be properly built, and assembled to withstand daily driving. Also learning to use SAFC2 on my new engine worries me, and even though I will be using a wideband O2 system, Id rather learn on the shitty motor first. If there is a way to get a temporary, basically bolt on oil system that will be good for a month or less, I would rather boost that first. Then later I can swap in my good motor and get a proper setup on it. Thanks for your input guys. |
There really isn't though. It's worth a couple of hours investment and dropping the oil pan to weld it on.
Support the engine/tranny with a jack under the tranny. Drop the crossmember. First removing the power steering rack, so you can drop it. Then remove, weld, reinstall. |
Thanks veilside, I will just wait and do it all at once when I swap in the rebuilt block.
Well today I actually decide Im going to have to skip on the forged pistons and head work. Seeing as how Im still 17, and my job at Pep boys isn't going to supplement me with enough funds to build the nice ka I wanted, so I decide to just rebuild the engine OE style. I think 200-250 whp will be satisfying enough. Well I now need some clarification on BOV's; I would think it best to have it on the cold pipe, right? Also, I hear there can be some idle irregularities if the BOV is not recirculated, so where exactly does one recirculate the excess pressure? Back somewhere into the charge pipe? Or back into the vaccum system? :duh: :confused: |
Back into turbo outlet pipe. The reason for problems is the engine expects the air and when the BOV opens that air is gone...
|
what would be a good rebuild kit for the motor? putting it back OE spec? importperformanceparts.com has one, i was wondering if anyone has had any experience with them, or has rebuilt it with another kit from a website or company? what was the pricing on it (stock spec)
|
hai
*spambot banned from forum*
|
my turbo setup
Hi i had a 97 240sx and i want to make a little faster. just fast enough to have fun ont he street.
let me know if i miss anything im planning to go around 200-250rwph so i follow the step of VEILSIDE180sx post. so far i got: walbro : about $100 370cc JDM Sport's TD04-H Style internal Wastegate T25/T28 Turbo ($300) Apexi Safc2 from friend ( $175 ) Greddy Emanage used for ( $225) MSD BTM ignition boost timing master NIB ( $125) ebay FIMC JGS Precision manifold Polish BOW ( $100 ) those are in my listed so far. So can anyone tell me if i missing anything? is good to go? |
hi im having a problem with my single cam turbo set up. im going to explain it best that i can and hope that u guys can help. First off the car is a 90 240sx auto with 50,000 original miles, the turbo kit is ebay kit with a .50 a/r trim t3/t4 hybrid. it has a good sized fmic and the headers where custom made log manifold. it has an external wastegate and greddy type r blow off valve, stainless steel lines and custom downpipe. the turbo was very recently installed and the car starts up and idles fine. once you give it gas it revs up then when u let go the car starts bogging out and dies I personally think its fuel but my turbo guys tell me otherwise. It could be vaccum or that the engine isnt getting enough air. i have the stock injectors and stock fuel pump and stock fuel regulator and since the wastegate has a ten pound spring im thinking the motors being starved of fuel. Anybody else have any ideas? im trying to aviod a fuel computer... is it possible? ALSO i have 360cc injectors from a vr-4 3000gt the impedance is 014 i believe they do fit the fuel rail will they work?
p.s. i have 3 vaccum lines hooked up right after the mafs before the turbo the fat one from the top of the valve cover and 2 more from somewhere else. i heard recirculating the air from the blow off valve can help will that do it? |
yeah i think you might need injectors with a t3/t4 thats pretty big thats when u need to get injectors i think you can get the 300zx ones on there but im not sure, thats what a lot of people do when the get ka24det, the 300zx maf and the injectors for a t3/t4 i think i heard 500cc injectors or 550 injectors you got the 300zx maf right? or do u have the stock one? because the stock one stops reading at like 250 or 260 rwhp. thats my guess is that its injectors.. latah
|
veilside180sx did u get that off of ka-t.org? cuz it sounds fimiliar
|
i wanted to make mine ka24et but i recked it, buttttt!!!! i do have a spare 1990 ka24e with 100,000 of it . ... have anyone heard of the compression eng.??? the block from a SOHC with a head form the DOHC. from what ive heard its like 12.1,1 compression crazy eng, not tilgt crazy tork
|
Very nice write up. This will come in handy.
|
Quote:
|
Where can I get the turbo kit for the ka24e???
|
Quote:
The KA24E isn't the most popular engines for 240sx owners, so the full kits are pretty rare. If you look through the websites of most the companies listed on the first page you will find all the parts necessary to build your turbo kit. If you're lazy and have a bunch of money to spend, IAP sells a full kit... |
Would you happen to know where I can get a wiring harness ECU diagram for the KA 2.4L SOHC....I just went turbo and have an APEXI SAFC NEO...I hooked up the battery, RPM, and 2 other basics but need to hook up the wires for the FUEL MANAGEMENT part of the NEO???
I know I know sounds lame huh??? I am on a budget and cant afford to hire a shop to finish hooking up the wires?? Thanks David |
You're in socal. Tons of guys willing to help you out to help themselves get more knowledgable. Chat around, get to know the local tuners, and say hey.
Steve Shadows does budget tuning for the budget racer, you could hit him up. Wiring diagrams are found online easily too. |
Hey. Searching is great. I just found a good write up on the KA-E head work. home.att.net/~MabuhayCarlos/TurboHead.html looks pretty solid. If anything its a quick link if you guys already know about it.
|
i'm in love with this thread...it will certainly come in handy
|
great stuff guys i really liked it , when i finish mine i will post pics for shure
|
Nice!! Seeing all of this is making me wanna boost my SOHC.
|
I know this may not be the "proper" place to post this but I've got a Gladman mani that's never been used. PM me if you're looking for a kae or have any questions. I'll post pics when I take them and post it in the for sale section.
|
any one ever tried????
anyone ever used n62 maf 370 injectors on a ka24et with no more than 12psi on factory ecu with no tuning ?????
|
How much would a kae-t build cost you? Also, where do you guys find the piping for the intercooler?
|
Nismohoe, 12psi is a tad much. Safely, 10psi.
azian, pricin differs. Sourced it all for under a grand, with minor hookup parts. |
this made me want to go turbo so bad uh i was i had money
|
i wanna swap my harness to a 93 s13 for my ka but the dashborad consle plug wouldnt plug anybody know why help?
|
ka harness
my 93 gold top engine harness doesnt fit in my dashborad consle can anybody help me with some fact? and my car is a 89
|
Found a video for Ka24E rebuild online, not a lot of seed but its moving at least! How to Rebuild SOHC KA24E Nissan 240SX engines (download torrent) - TPB
To the best of my knowledge it is not pirated or anything like that. There was no copyright information in the video itself... it just looks to be a home made movie some mechanic guy made. (sorry if these kind of links are disallowed, I will remove it if requested) |
Quote:
|
cxracing.com: Turbo Kit
i found a turbo by them does anyone recommend them or have it on there car if so post up vid and pics. and if i were to get it would i need internal work |
I know this is an old thread, but i have been looking for an "off the shelf" KA24E T25 manifold that is internally gated. i cant seem to come across one. i've seen some "custom" ones on KA-T.org and other sites. anyone know of any company that makes one?
|
Delete please, posted in wrong section.
|
Quote:
cx racing got a complete kit cxracing.com: Newly Released Complete Turbo Kit for 89 90 Nissan S13 240SX with Stock KA24E SOHC Engine |
No one makes a sohc t2 manifold. You can either make your own or just step up to a t3.
|
I'm curious what spark plugs you guys are running. Looks like the factory plug is a NGK ZFR5D-11. I'd normally just go 1 step colder for a FI car but I haven't been able to find any ZFR6D-11's, even searching online.
|
does anyone make a really good head gasket for the ka24e? cosmetic and everyone else makes them for the DE but havent found any E head gaskets
|
^ the Felpro is fine for like 400whp. I've seen people run them on 450-500whp too with no problems. But definitely get some arp 10mm headstuds cuz the stock studs aren't very good. That's what will help your gasket last to higher hp.
|
Well I did want to do an sr Turbo swap....until I read this... I am now gonna pull my single slammer and get to building it up. 325-350 HP is my target. (Tired of these annoying mustang gt's thinking they own the road)
|
Hi guys!
I am from moldova(in is somewere near Russia :) I have S13 with KA24E Now i am bilding KA24e-T Stock turbo from S14 SR20DET (gt28R) "Invent" ECU Big intrecooler HKS SSqv Apexi power intake NJK coils Stock ignition coils from BMW custom manifold 70 mm exhoust system with stock S14 muffler on the end( very smoll) ALL INTERNALS ARE STOCK My results: 10psi cranck angle on hi revs 17 http://s019.radikal.ru/i607/1204/d0/2a199943f3fe.jpg 8 psi cranck angle on hi revs 19 http://s019.radikal.ru/i622/1204/e3/68606b171155.jpg Due to smoll mufler i cant rise psi to 14. I have a question: How many Nm can handle stock connecting-rodы ???? sorry for my spelling. |
Some results from my s13 ka24e with a number of different set ups: KA-t S13 full race, Brewed tuned AEM EMS
Bone stock ka24e (boosted at 95K ran the stock motor for another 5 years and 15K miles with no problems) https://lh3.googleusercontent.com/-H...rewed_tune.jpg Then i did some testing on one of the new EFR turbos while at Full Race. (boost ramps up to keep the torque flat, stock head and valve train cause power to fall badly after ~5200.) https://lh5.googleusercontent.com/--...rewed_tune.jpg For no good reason pulled out the old engine and swapped in another ka24e (semi built with pistons and port/polish, still stock cam and lifter for now) also added ID 1000cc for future fuel options. https://lh5.googleusercontent.com/-h...rewed_tune.jpg |
heres my KA24E-T dyno results
OEM rebuild w/48k miles Gsp .50 trim .63 exh. 38mm WG 550cc injectors Z32 Maf Nistune .............. Dynojet 251wtq @ 10psi 248whp @ 10psi ............... Mustang Dyno 228wtq @ 10psi 225whp @ 10psi http://i1183.photobucket.com/albums/...psfcc3bb65.jpg http://i1183.photobucket.com/albums/...-35-31_684.jpg |
hey i wont to make my ka24de have more power i am looking for a turbo set up for a ka if anyone has one will they let me know... right now its the stock motor with a rebuild, that now has 40,000 on it. I wont to run it till the thing blows then put sr20 in it.
|
Hey i have a 1993 s13 240sx it has a ka24de engine i wont to make the thing have more power, if anyone has a ka turbo set up and would like to sell it, or if they know a place to buy one that is not that expensive let me know.... The engine is stock with a rebuild that has about 40,000 on it-- im going to run it till it blows then stick a sr20 in it :ughd:
|
http://ep.yimg.com/ay/yhst-953122104...-harness-9.gif
We have you covered for your S13 with a KA, either just an engine harness or a "combo" which is the engine and transmission harness together. http://www.wiringspecialties.com/ka24des13.html |
| All times are GMT -6. The time now is 06:35 AM. |
Powered by vBulletin® Version 3.8.11
Copyright ©2000 - 2021, vBulletin Solutions Inc.
vB.Sponsors
Copyright © 1998 - 2019, Zilvia.net™