ka turbo ?'s

[rabbit23]

of all the people who rebuild i've read about, they always use lower compression pistons (8.5:1) i know it's a good idea if running high boost, but if you were to just replace with some forged pistons and kept the factory compression wouldn't you get more hp at lower boost settings thus eliminating some of the lag of high boost? i've heard the block can take 500hp until you need to resleeve, so doesn't it make sense to keep compression high? am i missing something?

[sykikchimp]

1st:  The KA block is iron, and doesn't use sleeves.

With the KA, the compression is usually unchanged when building moderate tubo setups, because it's really not necessary to touch the internals till about 275-300 hp.  
Peolple put lower compression pistons to run higher levels of boost and deter detonation.  the amount of horsepower gained from higher compression pistons is neglible compared to the extra power from the 5-10 more PSI you can run with lower comp. pistons.

[rabbit23]

thanks sykikchimp, that's twice tonight you've helped me out!

['91 D21 beater]

Currently record is 365 crank hp on stock internals. Still waiting to push to 400 crank hp.

365 crank hp or about 318rwhp at 1.0bar of boost.

</span><table border="0" align="center" width="95%" cellpadding="3" cellspacing="1"><tr><td>Quote </td></tr><tr><td id="QUOTE">Quote: from sykikchimp on 6<img src="http://www.zilvia.net/f/iB_html/non-cgi/emoticons/wow.gif" border="0" valign="absmiddle" alt=':0'>1 pm on Feb. 6, 2002
not necessary to touch the internals till about 275-300 hp.
</td></tr></table><span id='postcolor'>

[Drift Style S14]

so deleted when would you start changing internals? How long has this motor been running at 300hp? how much longer do you think it will last?

[onebadm5]

some guy at work has an S13 with a KA turbo, pushing 370 RWHP. he's ran 18 psi for 5 years with no problems (cause he changes his oil every 1000 miles). the internals are almost stock, all he did was swap pistions.

keep in mind, this is 370 hp BEFORE he squeezes funny juice. his car is one legged, so nitrous would just make his car spin tire all the way down the track.

[s15dude]

Not to metion that the car that ONEBADM5 is talking about has a homemade turbo kit. It includes a homemade turbo manifold, mitsubishi starion intercooler, and was done for less than $2000.

[uuninja]

Well considering the fact that the stock internals of a KA are a fordged crank and fordged rods, with an iron block. The pistons are the weakest link.

[DeeperImage240SXSE]

Hey guys,
&nbsp;I too have been dabating the swap, Personal i would much rather keep the Stock KA motor thats there right now, but everyone says the SR swap is cheaper and better, Where can i find parts for the KA? Pistons, Rod ect...?? Theres a black one here in GA where i live, not sure if hes from here or not but i saw his Dyno chart when the car was at the local Dyno place and it said 378RWHP @21PSI with the KA motor, From what the mechanic told me all he had was bigger injectors, ECU from a 300ZXTT i could be wrong, and a pulley kit with cams to the internals, Everything else was stock..Car was very nice..Black S14..

How are all these guys running all this boost withought all kinds of fuel controles. In my beater dayton turbo(hehe i have a 12 second beeter) I would lean out at about 18-20psi. Now I have a rising rate regulator and am runnig 28psi comfterably. We had the same problem with my friends outlaw mustang. He couldnt go over 12psi withought being in the red. Are you guys running piggybacks or what.

[sykikchimp]

After about 4 psi the KA is DEAD LEAN.. &nbsp;Most people upgrade to 370cc injectors with FPR's or reprogramed ECU's for moderate turbo setups. &nbsp;To run 20 psi on a KA you would need about 550cc injectors, and an ECU reprogram at the bare minimum &nbsp;A standalone Fuel management system, larger MAF, and high powered ignition, and exhaust is recommended. &nbsp;(I could be forgeting something.)

I don't think he was running a KA on a 300zx ecu. &nbsp;Not possible, &nbsp;The 300zx ecu is programed for a 6 cylinder, not a 4. not to mention none of the gauges would work, the Air, heater, lights.. nothing. &nbsp;If he hasn't changed anything internally at 378 hp, then he's not daily driving it at 378 hp. &nbsp;He probably maxed out at that one day on a dyno and runs about 300 on a normal basis, otherwise he should've blown a headgasket, or a ring, or something, he would have an I/C as well, and exhaust at bare minimum.

As far as running that on stock internals, I think your crazy. &nbsp;But I'm the type of guy that would rather build the motor too handle 500hp, and run 300 just for security. &nbsp;Plus when I get on the track, I could bump it up and knock down just about ANYBODY.

I could Completely believe want Onebadm5 is saying. &nbsp;Changing your oil VERY frequently is the key to keepinga turbo engine alive. &nbsp;Along with regular maintainance, and check ups. &nbsp;As you said.. swapped pistons. &nbsp;THE weak link. &nbsp;I wouldn't doubt that he had the internals inspected thuroughly while he was in there too.

[onebadm5]

i could be forgetting something. the guy im talking about is one of the top mechanics in san diego, he knows what he is doing. i know for sure he's got an upgraded Fuel delivery, i think a cobra MAF, also an MSD ignition, the car is wayyyyyyyyyyy SLEEPER. first time i saw it i dismissed at as some shady S13. but when he popped the hood, i was like ####. maybe if me and s15dude go to work, we'll take some pics of the motor so u guys can drool.


(Edited by onebadm5 at 7:25 pm on Feb. 7, 2002)

[s15dude]

Hey I think that the S13 had a jim wolf fuel rail and jim wolf ECU and upgraded injectors.

[sykikchimp]

That would be SWEET.. &nbsp;please PLEASE do.

I could stare at pictures of Turbo KA whores ALL day. &nbsp;Hubba Hubba. &nbsp; LOL

[240racer]

I would also like to see a custom KA turbo, that would be sweet

Adam

[DeeperImage240SXSE]

Yeah as i said on my post thats what the Mechanic told me, the owner of the car was not there, they where working on the car and we were at Dyno and i just saw the car sitting there and asked him about it, As far as using a 300ZX ECU i also said thats what i recall hearing the mechanic say so i could be wrong..Anyhow if anyone knows where i can get a kit if there is a kit for the KA please post it, I don't want to run a stock motor with turbo no matter how good the motor is build, i would definitely upgrade Injectors, Pistons, rods, springs, cams, have the bottom end balanced and all that good stuff, the problem is i can't find a site that sells anything for the KA, i have only owned my 240 for about two weeks thats why i am trying to find out as much as i can about it, but the Turbo KAs are so few far and between theres nothing available that i have found. Most people that talk about how to turbo it either don't know jack about it and don't even own a Turbo 240 to begin with. All the KA turbo owners didn't want to give me too much info when i have talked to them..Anyhow if i do build the KA internally as well as Turbo it i will have a complete how to guide on my site, we are building a SR20DET right now, the motor just arrived today, all the parts are here already, FMIC, clutch, Injectors, BOV and all the other goodies, we are still waiting on the Apexi Power FC..

[240turboIam]

some people on here are ignorant and shoudlnt be talkig if they dont have a turbo kit of their own.
You can easily run 7.5 psi with stock injectors. I have been doing it every day for a year now with no problems!!

[sykikchimp]

240turboIam - scary.. &nbsp;you may be doing it, but I gaurentee you would see better results and much greater efficiency with larger injectors. &nbsp;What kind of exhaust temp do you have?
Can you please elaborate on your turbo setup? &nbsp;I am curious as to what your setup is like? not that it really matters much, but what year 240 do you have? &nbsp;curious about mileage on the motor as well.

Deeperimage- as far as 240sx kits go, there are several choices.
for S13's there is only the Nsport kit.
for S14, there is FMax, and XS engineering.

I've never really heard anything bad about any of these companies kits. &nbsp;They all have their qwirks though. &nbsp;There are a couple turbo installs on 240sx.org's install's page that are rather informative. &nbsp;Also check out Freshalloy.com. &nbsp;Many, Many posts about turboing the KA. &nbsp;Probably any, and all questions you could ask, have been asked.

If you did a write up that would be awesome. &nbsp;Please be sure to post it. &nbsp;I believe West will be doing some updates on the site, and adding some Installs, as long as they are well written, and thourough.

[240turboIam]

Scary? what?!!
No, its fun! Love my job!
Better results for bigger injectors? not really at this psi. Stock injectors hold up very well actually. &quot;Bigger fuel injectors are better&quot; is a theory. As long as you have a matched fuel system is the most important thing to keep in mind. I am a mechanical engineer and do this for a living for a known company (that i am not at liberty to discuss). Calculations would be too hard on here for people to understand and also take too much time to explain a matched fuel system and the pros and cons of turbo building.
We have a few 240s. 1 with turbo setup, 1 with sr20, 1 with ca18. &nbsp;The ca18 is my favorite. The turbo Ka setup is for a 93 hicas.
Setup i am playing with now (changes alot for work purposes) is a T66 setup. But with the one you are in question with was a T3/T4 setup and was originally a T25 last year with 10psi. We upgraded recently to the T66 and are playing with it to see what is required and what would be better.

Someone else on another post somewhere in this forum said that a T25 turbo wont fit a Rev-hard manifold. Just want to clarify that- T25 will fit a Rev-hard manifold. Rev-hard makes 2 different manifolds now, but i dont think they are available to the public for sell. &nbsp;

[sykikchimp]

Man, It would be VERY nice of you to write up such an article for all the turbo hungry guys around here. &nbsp;Don't even have to do it in laymans terms. &nbsp;I think plenty of us would get a lot out of it. &nbsp;I would love to see a nice technical article on the subject. &nbsp;It would be a breath of fresh air over the normal, insert slot a into hole B stuff.

Sorry, I didn't mean to sound so skeptical, but your first post came off as rather rude. &nbsp;It's just when someone signs on to a forum, and posts like one to two posts, and starts talking crap to guys that have been here a while, it's usually some 15 year old that has a turbo match box car.

Also, why can't you name the company? &nbsp;If your gonna be on the forum, giving out good information to turbo users, you would make a good liason for them. &nbsp;Seems like a golden oppertunity to me,

[twin turbo]

240Trurbo, give up the specs on the KA. What kinda Hp are you guys pulling and about how much air are you running past them injectors ( i also know how to do the math). Im going to be getting a 240 as soon as I get rid of my TT mx6. I have a custome gerret T4 from off my 6 from befor I made it twin turbo. I plan to make a totaly custom settup, header, intake man, piping, I can even make up my own IC cores. Im looking to turn 11's within a year or two.

[240turboIam]

sykikchimp, cant discuss the company due to legal matters. If i were say something someone else tried and blew up there car, i could be held liable or the company. &nbsp;Just good business sense. Sorry.
And if only i were 15 again! I wish. I just came across this site from a word from a co-worker. He knows how involved i am with Nissans.

twin turbo: You have a twin turbo set up on the Mx6? are you getting enough spool?

Current specs on the turbo ka? well i will give you a few.
We have changed the pistons for lower compression to handle high hp. We are now using 550cc injectors and a 300zx TT fuel pump just to get the needed fuel for the T66. I beleive we are going to have to use NOS just to get the spool we need. We havent gotten that far yet. We are going to go with some high rpm cams. Which, we arent sure. We got our pistons from a rescource in Japan.

[DeeperImage240SXSE]

I really want to build my KA DOHC motor instead of the SR20DET swap. Everywhere i turn there is a SR20DET S13 and i really would prefer to keep the car as it came to the U.S., But so far have found nothing usefull or helpfull on building these cars, I guarantee you if companys made kits for the KA motors they would sell like crazy..I would much prefer to be able to go to the local autoparts store to buy a part for my KA turbo than to have to always order stuff from shady JDM wannabe companys to get parts for my SR20DET motor, i know some of the SR20DE parts are available but still rather have the KA..Anyhow i am working with South Florida Performance to building me a custom Exhaust Manifold for the turbo, everything else can be custom fabricated with ease and i plan on selling these parts, I will keep everyone updated...

[ca18guy]

</span><table border="0" align="center" width="95%" cellpadding="3" cellspacing="1"><tr><td>Quote </td></tr><tr><td id="QUOTE">Quote: from DeeperImage240SXSE on 11:14 pm on Feb. 8, 2002
I really want to build my KA DOHC motor instead of the SR20DET swap. Everywhere i turn there is a SR20DET S13 and i really would prefer to keep the car as it came to the U.S., But so far have found nothing usefull or helpfull on building these cars, I guarantee you if companys made kits for the KA motors they would sell like crazy..I would much prefer to be able to go to the local autoparts store to buy a part for my KA turbo than to have to always order stuff from shady JDM wannabe companys to get parts for my SR20DET motor, i know some of the SR20DE parts are available but still rather have the KA..Anyhow i am working with South Florida Performance to building me a custom Exhaust Manifold for the turbo, everything else can be custom fabricated with ease and i plan on selling these parts, I will keep everyone updated...</td></tr></table><span id='postcolor'>

There are turbo kits for the 240SX :confused:

['91 D21 beater]

I call BullSh!t!!!!

KA piston from Japan??? What kind of fool are you? Even the major Japanese tuners custon order pistons from the US, from places like JE, Ross, Arias, etc...

</span><table border="0" align="center" width="95%" cellpadding="3" cellspacing="1"><tr><td>Quote </td></tr><tr><td id="QUOTE">Quote: from 240turboIam on 10:54 pm on Feb. 8, 2002
Current specs on the turbo ka? well i will give you a few. We have changed the pistons for lower compression to handle high hp. We are now using 550cc injectors and a 300zx TT fuel pump just to get the needed fuel for the T66. I beleive we are going to have to use NOS just to get the spool we need. We havent gotten that far yet. We are going to go with some high rpm cams. Which, we arent sure. We got our pistons from a rescource in Japan.
</td></tr></table><span id='postcolor'>

[sykikchimp]

I think mr Deleted member should show his face. &nbsp;You seem to know a lot about turbo's. &nbsp;So who are You?!!?!

[drift freaq]

sykik, go read Fresh Alloy cross reference some Turbo posts and I think you will figure out who deleted member is . plus he's just having fun with being deleted. He's in steath mode but not really trying to hide. hahahahahaha

['91 D21 beater]

I'm {insert name here}, been dealing with 240SX since '95. Dealing with turbo KA since '97 after I caught the turbo bug. Finally installed a system in '00 after much research... and I'm one of the few high powered stock internal KA+T folks around. I have no affliation with any shop. I'm just out to share the knowledge. I will stomp on any misinformation with malice. Only time and resource is holding me back from building many different flavor KATs... Short stroke, Longer stroke, full counterweight, etc... I would love to build a 92mm stroke KA24DET, as well as a 100mm stroke KA25DET, as well as a 92mm stroke KA22DET...

</span><table border="0" align="center" width="95%" cellpadding="3" cellspacing="1"><tr><td>Quote </td></tr><tr><td id="QUOTE">Quote: from sykikchimp on 8<img src="http://www.zilvia.net/f/iB_html/non-cgi/emoticons/wow.gif" border="0" valign="absmiddle" alt=':0'>8 pm on Feb. 9, 2002
I think mr Deleted member should show his face. You seem to know a lot about turbo's. So who are You?!!?!
</td></tr></table><span id='postcolor'>

[onebadm5]

GUYS CALM DOWN

S15dude, grant, and i will get pics and HP numbers of an actual KA Turbo car this coming week. then u can drool, admire, bicker, etc.

Why wait, here's mine:

http://groups.yahoo.com/group/Team-NISMO-AZ/files/tyyap/97%20S14%20dyno.jpg

Stock internal KA with F-Max stage 2 with assorted cams on 1.0bar boost.

[saga240]

can i check out this turbo car too.. thanks! heh

[tnord]

i don't claim to be an expert on turbo's or anything, but that dip in the hp curve after about 4500rpm??? doesn't seem to be right, in other words, that's not supposed to happen is it? and if that's where peak hp is, shouldn't it gradually die down the higher up in revs you go? not climb back up after another 500rpm, i know the power on the KA tends to die pretty early, but this power curve seems strange to me
anyone (deleted member) care to explain what is causing this? or tell me i'm just plain wrong

oh crap....that's the torque curve i'm looking at, wasn't expecting more torque than hp, either way, someone care to explain why it looks the way it does?

['91 D21 beater]

Good, you did realize you were following the wrong line. The torque curve is the one that peaked at 4,300rpm at 329ft-lb torque. and falls off. You initially followed the torque curve, than mistakely followed the hp curve which is climbing as the torque falls away. That's your confusion.

There isn't much dip in the hp curve, since there isn't much dip in the torque curve. HP is a function of Torque over rpm, so you will see where there's a slight blip in torque, you will see the same in HP.

Too bad both lines are of similar blue...

[tnord]

what i meant to/should have asked is why is there the dip in the torque curve? is this normal?

['91 D21 beater]

Define dip? You talking about the small dip or that torque curve falls away?

Small dip: Resonance effect, etc... intake length etc. Hard to explain.

Falls away: That's normal... especially on a large 4 banger. I'm also using somewhat restrictive cams for response and more midrange power at a topend power disadvantage. Also, turbine side of turbo is too small. Chokes... This is on a T3/T4 with 0.63 a/r housing... Think about how a tiny T25 would do... even worse...

['91 D21 beater]

Hope you realize a cross over point where the torque and hp lines intersect, and you are following the right lines...

When in doubt, look at the peaks in the line. HP peak is at 318rwhp @ 6,000rpm. Torque peak is 329ft-lb @ 4,300rpm.

[tnord]

alright you caught me, i didn't think they actually crossed, just that they met at a point and went on their separate ways, if they do actually cross then that untangles all issues in my head, yes it would be very helpful if they were two different colors

['91 D21 beater]

All dyno charts will have HP and torque cross...

They never, never not cross.

Why? Dyno's measure torque output, and to get HP values, the torque value is multiplied by rpm, and divided by a constant to get HP. Hence, what I said earlier, HP is a function of torque and rpm...

[tnord]

.............the fog has been lifted from my brain

['91 D21 beater]

For some interesting analysis:

If I have to shift at 4,000rpm, I still can beat a stock S14. 132rwhp and 160ft-lb torque is around 3,500rpm.

So for city driving, I do shift below 4,000rpm to conserve fuel and to avoid speeding tickets. Also, part or slight throttle opening is tough on the engine. It justs wants to go. Causes interesting operability issues.

[AceInHole]

</span><table border="0" align="center" width="95%" cellpadding="3" cellspacing="1"><tr><td>Quote </td></tr><tr><td id="QUOTE">Quote: from '91 D21 beater on 10:47 am on Feb. 11, 2002All dyno charts will have HP and torque cross...

They never, never not cross.

Why? Dyno's measure torque output, and to get HP values, the torque value is multiplied by rpm, and divided by a constant to get HP. Hence, what I said earlier, HP is a function of torque and rpm...
</td></tr></table><span id='postcolor'>

Couldn't you have just supplied the old: &nbsp;HP = Torque x RPM/~5200 <img src="http://www.zilvia.net/f/iB_html/non-cgi/emoticons/confused.gif" border="0" valign="absmiddle" alt='???'>? &nbsp;<img src="http://www.zilvia.net/f/iB_html/non-cgi/emoticons/tounge.gif" border="0" valign="absmiddle" alt=':p'>


Also:
</span><table border="0" align="center" width="95%" cellpadding="3" cellspacing="1"><tr><td>Quote </td></tr><tr><td id="QUOTE"> I would love to build a 92mm stroke KA24DET, as well as a 100mm stroke KA25DET, as well as a 92mm stroke KA22DET...
</td></tr></table><span id='postcolor'>
Umm... &nbsp;how would you get a 92mm stroke KA22DET??

['91 D21 beater]

Z22E has a 92mm stroke crank and 89mm bore... hence, it's possible to attempt to fit a Z22 crank (fully counterweighted I might add!!!) into a KA. Piston bore spacing is the same for both engines.

[AceInHole]

</span><table border="0" align="center" width="95%" cellpadding="3" cellspacing="1"><tr><td>Quote </td></tr><tr><td id="QUOTE">Quote: from '91 D21 beater on 12:34 pm on Feb. 11, 2002
Z22E has a 92mm stroke crank and 89mm bore... hence, it's possible to attempt to fit a Z22 crank (fully counterweighted I might add!!!) into a KA. Piston bore spacing is the same for both engines.</td></tr></table><span id='postcolor'>
wow.... I've always wanted to get a KA to rev to like 9k to piss off all the SR heads that think they've got the revability side down. Heheh. &nbsp;BTW, where's the Z22E from??
The full counterweightedness (??) alone seems like it might be worth it. &nbsp;Wouldn't that help to create less stress on the engine as a whole?? (Better harmonics or something??)

['91 D21 beater]

Yup, better harmonics with a fully counterweighted crank.

Z22, out of S11's, and stuff. Older engine. The Z24 crank comes from the truck.

Even with a Z22 crank, it's still possible to keep the 2.4L displacement... That would really piss off all the SR folks!

[AceInHole]

aahh...
wasn't the S11 labelled the S110?? &nbsp;That was like the first gen silvia wasn't it??
Any idea if the crank was cast or forged?? &nbsp;Sounds like it'll be just as hard to get as having a custom crank made, too.
Dammit, there has to be an easier way to piss off the SR folk <img src="http://www.zilvia.net/f/iB_html/non-cgi/emoticons/tounge.gif" border="0" valign="absmiddle" alt=':p'>

[tnord]

for my own personal knowledge.........how does driving at partial throttle harm an engine?

['91 D21 beater]

It doesn't... It's just an operability issue on my car. Hard to cruise at certain speeds. I have to be barely on the throttle all the time if not, the car will accelerate. Sometimes when this happens, I back of the throttle, car slows down, I'll get back on the throttle, car speeds up again, so I back off the throttle, and on, and on, and on...

If I cruise around town with the throttle halfway down like when the engine was N/A, I'll be arrested and thrown into jail... So, I have to drive like there's an egg between my foot and the gas pedal.

[twin turbo]

SYKIKCHIMP: I GOT more spull than i needed with the TT setup on my MX6. From my experience a V engine requires 2 turbos and a l motor is best with one. I had a gerret T04 maped out and made specific to my car but then i decided to go with something totaly out there and went twin. It spooled faster than the T4 and generated far mor power. Its not a compleat settup right now cuz I blew apart the 2 piece alluminum block. Never did get to make a good run on the track with that #### thing.

[FastNissan]

</span><table border="0" align="center" width="95%" cellpadding="3" cellspacing="1"><tr><td>Quote </td></tr><tr><td id="QUOTE">Quote: from AceInHole on 1:45 pm on Feb. 11, 2002

wasn't the S11 labelled the S110?? </td></tr></table><span id='postcolor'>

11/76-05/79 &nbsp; &nbsp;S10 &nbsp; &nbsp;L20B
06/79-06/81 &nbsp; &nbsp;S110 &nbsp;Z20E
07/81-05/83 &nbsp; &nbsp;S110 &nbsp;Z22E

All were called the 200SX and obviously an S chassis.

[sykikchimp]

That twin setup would have been crazy fun. &nbsp;So it blew apoart on you before you even got to get it to the track? &nbsp;how long was it on? &nbsp;how many psi? &nbsp;I don't know much about mazda 6 cylinders though. &nbsp;I do know the Mx6 is a pretty fun car to drive. &nbsp;I considered one a while back, but fell for the rwd, and the fact I already knew a bit about the engine.

[drift freaq]

TY, why do you go and keep on planting these crzy idea's in my head:biggrin: First it was the truck flywheel 240mm clutch surface thing. Which by the way worked out great everybody.
Now its the Z22 crank. Of course on this one I will build it up while I am driving my low mileage setup and then switch it in later on.
#### you keep dropping these idea's and I am gonna have the fastest S13 in So Cal <img src="http://www.zilvia.net/f/iB_html/non-cgi/emoticons/smile.gif" border="0" valign="absmiddle" alt=':)'> that is not entirely neccsary though as all I am after is about 250 rwhp. I am more into drifting than straightline.
Keep inspiring us TY, thanks again

[AceInHole]

a: will the z22 crank hold up to a ton of power??

b: how hard is it really going to be to find???

[drift freaq]

Ace , the Z22 crank won't be that hard to find in fact I know of about 5 wrecking yards in the San Fernando valley that will probably have them right now. #### I have seen all years of wrecked 200sx's here in my travels :biggrin: hehehehehehe

I don't see why it would not. Its fully counterweighted which actually cuts down on Harmonic vibration which can cause crank stress . the only other thing you would want to think about its how its drilled for oiling on the journals. You might want to cross drill them for more oiling.

yes I know I answered your questions backwards ah but I think its been a backwards day. Gee , night in the morning and morning at night . #### music business its screwing up my clock again :biggrin:

['91 D21 beater]

That's why we are a 240sx community. Out to share information.

The Z22 idea came from the desire to find a cheap alternative to get a full counterweight crank other than custom ordering one. The only possible issue is the journal size...

</span><table border="0" align="center" width="95%" cellpadding="3" cellspacing="1"><tr><td>Quote </td></tr><tr><td id="QUOTE">Quote: from drift freaq on 10:25 pm on Feb. 11, 2002
TY, why do you go and keep on planting these crzy idea's in my head:biggrin: First it was the truck flywheel 240mm clutch surface thing. Which by the way worked out great everybody.
Now its the Z22 crank. Of course on this one I will build it up while I am driving my low mileage setup and then switch it in later on.
#### you keep dropping these idea's and I am gonna have the fastest S13 in So Cal <img src="http://www.zilvia.net/f/iB_html/non-cgi/emoticons/smile.gif" border="0" valign="absmiddle" alt=':)'> that is not entirely neccsary though as all I am after is about 250 rwhp. I am more into drifting than straightline.
Keep inspiring us TY, thanks again
</td></tr></table><span id='postcolor'>

[drift freaq]

qoute from TY on feb 12, 2002
That's why we are a 240sx community. Out to share information.

The Z22 idea came from the desire to find a cheap alternative to get a full counterweight crank other than custom ordering one. The only possible issue is the journal size...

------------------------------------------------------------------------

so true. so I guess I am off to research the crank Journal issue. Which actually did go through my head . When I was answering ACE's post. I will keep you informed.

[AceInHole]

with all the forums out... I'm suprised there isn't a KA dedicated one (where SR heads can lurk and despise. LoL). (Club KA?)

It might just be the location, up here in CT... but I've never seen an older 200sx in person. &nbsp;The 88ish ones are the oldest ones I've ever seen. &nbsp;Dammit.... now I can't wait to buy a used KA to keep in the garage in peices, then find a z22 crank... <img src="http://www.zilvia.net/f/iB_html/non-cgi/emoticons/tounge.gif" border="0" valign="absmiddle" alt=':p'>