Selecting your N/A KA
10-18-2007, 10:48 PM
#32
10-20-2007, 04:27 PM
#33
Registered User
Join Date: May 2006
Posts: 37
Ok by Direct fit, I meant S13/91/KADE cams will fit on S14/95/KADE of course each on on your place exhaust on exhaust (orange) and intake on intake (green)???
But I still don't know how to diferentiate a 91 from a 95 or a 240 from a 232 cam??
Thanks Big Vinnie for all your help as always.
But I still don't know how to diferentiate a 91 from a 95 or a 240 from a 232 cam??
Thanks Big Vinnie for all your help as always.
10-26-2007, 07:37 PM
#34
ok so i came the conclusion that as long as i have the secondary butterflies in place at low rpm the engine should not suffer in performance. my concern was that if i increased the opening (tb) too much i'd lose some velocity of the air being sucked in and result in poor acceleration.
12-23-2007, 08:07 PM
#35
Really it is just where you would want your power to be delivered since a higher lift cam will usually drop lowend torque to sacrifice for higher HP gains.
I honestly like the streetable power that the OEM cams have to deliver. I would probably focus on internally building the engine to something that you could havedesired and work from that ( as far as cams).
The way I see it the KA reacts better to milder cams on to INT such as a 240, or even a 232. Problem with a 248 or even a 262 (Brian Crower Cam) is that the lift is open to long and there isn't enough modification to the intake manifold system or a higher compression (higher compression allows a stronger inlet vacuum for higher duration cams). Not to mention when you build an engine you focus on building from the ground up. A better bottom end with less harmonic disturbance can handle higher lifting cams better. In the case of the KA there is a lot of dwell time at TDC as well as it using a halfweighted crank.
I honestly like the streetable power that the OEM cams have to deliver. I would probably focus on internally building the engine to something that you could havedesired and work from that ( as far as cams).
The way I see it the KA reacts better to milder cams on to INT such as a 240, or even a 232. Problem with a 248 or even a 262 (Brian Crower Cam) is that the lift is open to long and there isn't enough modification to the intake manifold system or a higher compression (higher compression allows a stronger inlet vacuum for higher duration cams). Not to mention when you build an engine you focus on building from the ground up. A better bottom end with less harmonic disturbance can handle higher lifting cams better. In the case of the KA there is a lot of dwell time at TDC as well as it using a halfweighted crank.
12-23-2007, 11:28 PM
#36
What type of cam overlap are you trying to achieve and where will the valves be before the piston reaches TDC?
Also the more air you allow into the cylinder the greater the risk of knock and ping, and maybe even use of higher octane fuels.
What are you looking for a streetaqble KA engine or a track only KA engine?
Last edited by BigVinnie; 12-23-2007 at 11:33 PM.
12-24-2007, 12:57 AM
#37
I was thinking a DD / Weekend Track , so I guess a Streetable Track engine???
Overlap, IDK I'm kinda new to that type of Timing and cam stuff, all I know is lift and duration.
I was thinking of either running a 248/248 Set-up, or a 248/264, but I'm trying to figure out which would be the best combo. I also plan on getting Supertech Dual Valve Springs and Retainers, Std. Size Int, and +.5 Exh Valves, if that means anything.
Overlap, IDK I'm kinda new to that type of Timing and cam stuff, all I know is lift and duration.
I was thinking of either running a 248/248 Set-up, or a 248/264, but I'm trying to figure out which would be the best combo. I also plan on getting Supertech Dual Valve Springs and Retainers, Std. Size Int, and +.5 Exh Valves, if that means anything.
12-24-2007, 10:00 AM
#39
I was thinking a DD / Weekend Track , so I guess a Streetable Track engine???
Overlap, IDK I'm kinda new to that type of Timing and cam stuff, all I know is lift and duration.
I was thinking of either running a 248/248 Set-up, or a 248/264, but I'm trying to figure out which would be the best combo. I also plan on getting Supertech Dual Valve Springs and Retainers, Std. Size Int, and +.5 Exh Valves, if that means anything.
Overlap, IDK I'm kinda new to that type of Timing and cam stuff, all I know is lift and duration.
I was thinking of either running a 248/248 Set-up, or a 248/264, but I'm trying to figure out which would be the best combo. I also plan on getting Supertech Dual Valve Springs and Retainers, Std. Size Int, and +.5 Exh Valves, if that means anything.
I would start with your basic 240Intake, and 248exhaus cam, as you should tune around the pump gas that you have to offer, higher octane fuels at the track will obviously increase HP output, so you should tune your engine for use with 91 octane, or whatever is your super unleaded is at the pumps. I don't know what pump gas has to offer in Hawaii but in California we are stuck using 91 octane. Higher duration/lift cams are harder to tune using pump gas.
I use the 240/248 cams with the N60 MAF and I make peak power till 6500 RPM. I would upgrade injectors to atleast 200cc and use a Fuel Pressure regulator in your case and make sure that pressure is upto 64PSI.
What type of engine management do you plan on using?
Last edited by BigVinnie; 12-24-2007 at 10:10 AM.
12-24-2007, 10:37 AM
#40
Yeah the highest we got is 91, so 370cc Stock SR injectors and a FPR should be more then enough fuel right? 240/248 I seen somehwere you said is the best OEM cam combo, does this apply when SOHC pistons have been swapped in? Also I plan on using a Chipped ECU and running a S-AFC Neo to fine tune, and Possibly an Innovative LC-1 Wideband.
12-24-2007, 11:26 AM
#41
Yeah the highest we got is 91, so 370cc Stock SR injectors and a FPR should be more then enough fuel right? 240/248 I seen somehwere you said is the best OEM cam combo, does this apply when SOHC pistons have been swapped in? Also I plan on using a Chipped ECU and running a S-AFC Neo to fine tune, and Possibly an Innovative LC-1 Wideband.
Make sure that the chipped ecu is using N60 MAPS as you will need the N60MAF to get that high 6500RPM peak power. Or you will be stuck using the SAFC to do a 2in and 5 out setting. You should allow for as very little tuning as possible on the SAFC. The ecu will chose to make corrections no matter what amount of positive or negative correction you make to the A/F ratio , so keep tuning on the SAFC to a minimum.
It seems you have been doing your research you will do fine.
Post up that dyno when you have it running smoothly.
12-24-2007, 12:21 PM
#42
Thanx vin, I've been reading your stuff since your 200chp for 1k, you are the man 
Thing is this is just like a blue print/plan out. I will be moving to cali after I grad so I'll be picking up an 97 SE when I get up there, so this is just a game plan.
Nice to know as of now I have one of the best Factory KA's, 95 OBD1 KA, Manf. Jul 94
i may possibly mod this 240, but kind of unlikely but ya never know
Thing is this is just like a blue print/plan out. I will be moving to cali after I grad so I'll be picking up an 97 SE when I get up there, so this is just a game plan.
Nice to know as of now I have one of the best Factory KA's, 95 OBD1 KA, Manf. Jul 94
i may possibly mod this 240, but kind of unlikely but ya never know
12-24-2007, 04:18 PM
#43
Aug. of 08 is when I leave to Cali then it's a 97 SE
01-06-2008, 12:57 PM
#45
Registered User
Join Date: Sep 2007
Location: Lake County
Posts: 40
Ok so lemme get this straight. i have a 93 s13.where do i find out what i have internally. Im looking to build my ka on a budget within a 6 month period of 2grand and make hopefully 250whp. is that possible with these cam mods and a 95 head? also im looking for non turbo aftermarket headers but cant find any place that sells them. got any ideas?