we're on the same page... BV is not.

let me try it this way... WE'RE not talking about record setting cars here... more so about streetable cars. cars under 3500375ish hp using regular clutches and moderate brake and suspension upgrades.... not 20K invested and 400 pounds lighter.

now that we're all on the same page lets get back to the "discussion"

 

That is exactly what I meant you guys misunderstood me.....
I was speaking on my half if I was to build a turbo setup for the strip.............
Sorry that I wasn't very clear..........

 

ummmmm ok

 

Now think about it....
For all you guys going F/I you have pretty much 5 choices KAet/det, sr20det,vg30et/det,CA16/18/20det, or the RB20/25/26/30det all great engines with different power bands and performance potential...........
All of these are great engines but the facts are none of these engines have the carb numbers for U.S approval, except for the VG30et/det.......
Thats why my carb exempt project 510 is getting a frankenstien turbo build.......
NAPS-z22 block "1982,200sx" consist of a fully counterweighed and forged L20B stroker crank, NAPS-z 2.2/8.5CR pistons, KA24de head with clover leaf and titanium retainers and springs.
Looked at the turbo mani probably going with PHAT KA-t steel mani, turbonetics T28, fabing my own down pipe, and 3" exhaust, KA24e ecu 8bit maped and wiring " for easy use of emulation software", and the SOHC distributor.
Getting a NAPS-z 22 transmission.
This project has been under R&D for some time, the reason why we "Kevin and I" have gone with the NAPS-Z is that these blocks are dirt cheap at $300 for a low mileage engine, the compression was a prime candidate for high boosting, and the engine itself will rev a little less than the CA18, but produce more power and spool time due to it's 2.2 litre displacement.......
All KA heads fit onto the NAPS Zblocks, coolant passages are identical...............
Could of used the NAPSz head but it's crap, could of used an L20B head but the cooling passages and chain assembly are a ***** to work with. Bucket hydraulic assembly on the KA head is super easy to work with......
Total cost for this build is estimated at $3800.00 for materials, that isn't including the 200sx suspension, or rust repair needed for the 510, this project is going to take a little over a year and many weekends.
In order to install the engine mount's I am going to follow John Ropers adendum.................
So yeah tell me I don't know shiat about turbo or N/A set up's I build them, I don't swap them, and I won't care to boost unless I am at the track......



On another note you guy's are wrong bigger turbo for bigger displacement 4bangers are the way to go, especially at the track!!!!!!!
Maybe smaller turbo's are better for 2.0 displacement, but bigger is better for 2.4 strokers.......

 

Correct me if I'm wrong but don't a couple of these engines require some significant custom fab work to drop into a 240? If this is the case, then why cut the list short and limit it to only Nissan engines? Might as well drop in some other F/I engine that is US carb approved right?

 

Well if you really want to get into the dynamic of engine swapping why not just drop a N/A LS-1 CHEVY small block??????
It's not hard to make 600CHP with one, and it is smaller than the VG engine..........
But I believe in BAD KARMA I stick to my brands........
The small block is Carb approved and fits a 240 and comes with nissan to chevy custom mounts designed for the 280z, and z31.....
Which means it fits s-13's also, if you know your chassis and subframes..........
Your answer is yes you can use any u.s carb approved engine for any make or model vehicle within it's make model year or below...........

 

um... LS-1 in little car? where do i get these mounts?

 

It's called the Kennedy catalog if you can get your hands on it.