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  #11  
Old 05-21-2014, 06:44 AM
Matt93SE Matt93SE is offline
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Err, I missed that part. He's got the big Crower cams in it too. It was on a Dynojet.
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  #12  
Old 05-21-2014, 06:52 AM
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Important part.

Makes sense. But I still think that last 20 rwhp would not be that easy to get. Possible yes, but the Nistune will do everything a standalone can do for eeking out power. Not sure why you think that would hold it back.

Your header and intake manifold changes are just going to be changing the harmonic peaks for narrow VE enhancements. That's A LOT of VE enhancement up top where your head flow is going to start really limiting you.
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  #13  
Old 05-21-2014, 06:59 AM
Matt93SE Matt93SE is offline
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At this point in development, head work is relatively cheap. Send the head to the right shop that knows what they're doing (Rebello quickly comes to mind), and the proper header is worth 15hp over an ebay one. yes, seriously. seen the before and after with a KA-E with a Burns design header over a HotShot..

I'm not knocking the SR by any means, but I believe you underestimate the potential of the KA..
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'96 240SX- The Track Toy
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  #14  
Old 05-21-2014, 10:18 AM
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I'm not saying it can't do it. But at some point you run into diminishing gains when it comes to NA power.

Sure head work will really help a KA.

But at the same time a stock VE head will do over 240 whp. At some point you're going to have to start doing everything different on the KA to make small gains.

Just to illustrate the point, the SR16VE N1, which is basically a 1.6L SR with VE head and big factory cams out powers a stock KA by over 30 HP while having 800 cc less displacement. That's a pretty stark difference on just how much headroom is left in each design when you throw more displacement at the SR.
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  #15  
Old 05-21-2014, 11:35 AM
Matt93SE Matt93SE is offline
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Agreed. However, you're still in the 'big gains' department to get 200whp on a KA with pump gas- and an SR for that matter. The problem is that most people don't consider minor headwork, proper header design, and a decent intake manifold as minor things.

The old Speedworld Challenge cars from 2000 were putting down 215whp with essentially that much work and a stock intake manifold and throttle body.
http://blehmco.com/stuff/nissan%20240SX%20VTS.pdf
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'04 G35 Sedan 6MT- The DD
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  #16  
Old 05-21-2014, 12:26 PM
josh_s13 josh_s13 is offline
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Even that motor would probably only be roughly 185whp if they dropped the CR down towards 10:1.
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  #17  
Old 05-21-2014, 12:55 PM
Matt93SE Matt93SE is offline
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Who needs it at 10:1? you can still run 11-11.5:1 on 93 octane if you tune it right..
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  #18  
Old 05-21-2014, 02:41 PM
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Quote:
Originally Posted by Matt93SE View Post
Agreed. However, you're still in the 'big gains' department to get 200whp on a KA with pump gas- and an SR for that matter. The problem is that most people don't consider minor headwork, proper header design, and a decent intake manifold as minor things.

The old Speedworld Challenge cars from 2000 were putting down 215whp with essentially that much work and a stock intake manifold and throttle body.
http://blehmco.com/stuff/nissan%20240SX%20VTS.pdf
I think you're underestimating the VE head. It doesn't need near the help the KA does since the head flows so much, and it'll still have bottom end torque due to the small cam profile.

Guys that actually put a header that doesn't suck and a bolt-on intake plenum can push up to 230 whp or more on a STOCK bottom end and STOCK VE head with springs and drop in factory cams that cost $400.

Go up to an 88 mm bore and more compression and you can pull 240-250 whp with some minor effort (minor head cleanup, same header/intake effort). There are guys that have made more, like 260+, but you run into that diminishing returns problem above 230-240 whp on an NA SR, just like when trying to get a KA over about 180-190 whp.

http://www.sr20-forum.com/vvl/56142-...-most-whp.html
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  #19  
Old 05-21-2014, 02:42 PM
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Quote:
Originally Posted by Matt93SE View Post
Who needs it at 10:1? you can still run 11-11.5:1 on 93 octane if you tune it right..
I've seen higher than that NA on 93. Hell, there are factory port injection cars with 11.5:1 that run on 91. My RSX Type S was 11.0:1 from the factory. It hated 87 with a passion (tried it out once or twice to see how it felt - not good), but with 93 it was fine.
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  #20  
Old 05-21-2014, 03:19 PM
Payupv8 Payupv8 is offline
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I said in my earlier post that I wanted 10:1 so I could still run pump gas because here in
California we only have 91 at the pump if I can get away with 11:1 or 11:5:1 and still run
91 then that's fine with me I really want to stick with the ka because that's what I have
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