KA-T Memebers Setup/Specs/Tune info
03-30-2007, 02:03 PM
#1
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Thread Starter
iTrader: (2)
Join Date: Aug 2004
Location: Misawa, Japan
Posts: 5,091
KA-T Memebers Setup/Specs/Tune info
Hello buddies
This thread was Created so that you can share your setups/info/tune/picture's etc with the Club240 community.
This will be an on going thread so let it flow. users will be able to read through pages of info and get ideas of what works and what doesnt and he/she will be able to make their own decisions based on what they read.
The Primary objective is for the members to see so many setups that they will feel 120% sure of themselves when time for the installation comes. Also it will show that no single KA-T setup is the same.
NOTE
1) this doesnt stop you from making separate threads for individual problems of special urgent questions
2) for all pictures posted please don't exceed 640X480
This thread was Created so that you can share your setups/info/tune/picture's etc with the Club240 community.
This will be an on going thread so let it flow. users will be able to read through pages of info and get ideas of what works and what doesnt and he/she will be able to make their own decisions based on what they read.
The Primary objective is for the members to see so many setups that they will feel 120% sure of themselves when time for the installation comes. Also it will show that no single KA-T setup is the same.
NOTE
1) this doesnt stop you from making separate threads for individual problems of special urgent questions
2) for all pictures posted please don't exceed 640X480
Last edited by Biggamehit; 03-31-2007 at 05:32 AM.
03-30-2007, 02:16 PM
#2
Contributing Member
Thread Starter
iTrader: (2)
Join Date: Aug 2004
Location: Misawa, Japan
Posts: 5,091
Fall 2005
first setup 800 dollars total for everything including a ****ty ****ty flux welder
xspower T3
ssac topmount manifold V2 ( spot welded the suspect spots)
2.5in dump tube
xs power bov
370cc injectors
safc1
greddy Full auto timer
Sr20 smic piping
rb20smic
earls oil line fittings
summit racing SS oil line -10AN drain/-3AN feed
NGK copper plugs (gapped to .028)
N60 MAF
255 pump
(note: yes strut tower was jacked up, i welded new metal in and reset it )
no dump tube for the first day or so lol....
added a crush bend pipe to it and shielded it with some heat shielding from an F22 that was laying around.
6 months later, the turbo developed major radial and axial play... and the piston ringlands began to go..... because i had beaten the **** out this motor in N/A form. Pulled the motor with plans of a Full AMS kit... but that got put on ice.
the gains were evident though. went from a 16.1 to a 13.7 @ 104mp @ 8psi with boost leak .... not blazing fast lol but was cool.
some street pulls boost leak and clutch slippage
http://www.youtube.com/watch?v=LlGxasnlbDM
http://s65.photobucket.com/albums/h2...t=MOV01969.flv
Setup # 2
Spring 2006
z31 T3
Revhard cast manifold
2.5in dump tube
Blitz bov
Sr 370cc injectors
safc1
greddy Full auto timer
ssac fmic
earls oil line fittings
summit racing SS oil line -10AN drain/-3AN feed
NGK copper plugs (gapped to .033)
N60 MAF
255 pump
well its the same setup, just with a new manifold which was suppose to fit my H!C but didn't, this t3 i just had laying around. Had leaking seals, but i needed it to get around until i could find the H1C. this setup only lasted about a month.
with this setup.. i made the mistake of pressuring my crank case..... didn't damage the motor much... but it took its toll and shortly that motor went to ****.
Setup # 3 ( current and most stable )
Summer 2006
Well i found the H1c that i wanted for this particular setup. It came from an 93ish dodge ram... the smaller of the H1C's.
Holset H1C turbo
Tial 38mm wastegate
3in V-band custom dump/down pipe
jgs tools custom stage 1 manifold
dsm bov
detachwork 480cc injectors.
safc1
aem uegowideband
greddy Full auto timer
ssac fmic
earls oil line fittings
summit racing SS oil line -10AN drain
AutoMeter -4AN feed
JGStools adjustable Oil pressure kit
NGK copper plugs (gapped to .033)
N60 MAF
255 pump
located a great place on ebay that was ironically in my state. So i went there to hand select my H1c from a few others... its was a freaking gem for sure.
TURBOCHARGER MANUFACTURER: HOLSET #765
TURBOCHARGER PART # 3522900
TURBOCHARGER MODEL # H1C
OIL COOLED
WEIGHT: 19
EXHAUST WHEEL DIAMETER - 60mm.
COMPRESSOR WHEEL DIAMETER - 45mm.
I did the math for the trim and came up with 56 but that was just with the numbers given, i really wanted to measure the size of the inducer and exducer and get the proper number for both sides.
I thought the revhard would yield me the space i needed to clear my BMC but it was a big no go....
So i picked up an JGS tools stage one kit and with the help of a buddy and his tig we welded it up
i placed the turbo about right here. My hands are not dirty, im just black :P
another issue i ran into was, the v-band clamp.... so i welded the v-band flange to the cast after heating it up.
these blobs were just to hold it on until i got around a mig with gas... I beat the **** out of it with a hammer and it stayed on....... so i was satisfied.
went to my buddies house and we hit up the once piece down pipe along with my manifold.
( these pictures jump in the future a little ways from this night due to the fact that i had no extra batteries but you get the idea of what the manifold look like)
i knocked the junction block off while drifting so we had to re-weld.... layed it on thicker this time no issues ever again
install was done in one night... not really anything spectacular..
the last thing i added to it before going to Japan was a Tial WG, hallman MBC and wrapped the exhaust and BMC
204hp 218tq 8psi @ with 5500rpms rev limit set : My street tune with not so good crossover from low to hi maps
202hp 204tq 8psi @6500rpms rev limit set: Dyno tuned very conservative. crossovers were very well after this and allowed me to finish out my competitions without blowing **** up.
Now the car sits lonely next to a 1jz supra in my buddies garage
i miss it
240 in hibernation mode
go to sleep babe
first setup 800 dollars total for everything including a ****ty ****ty flux welder
xspower T3
ssac topmount manifold V2 ( spot welded the suspect spots)
2.5in dump tube
xs power bov
370cc injectors
safc1
greddy Full auto timer
Sr20 smic piping
rb20smic
earls oil line fittings
summit racing SS oil line -10AN drain/-3AN feed
NGK copper plugs (gapped to .028)
N60 MAF
255 pump
(note: yes strut tower was jacked up, i welded new metal in and reset it )
no dump tube for the first day or so lol....
added a crush bend pipe to it and shielded it with some heat shielding from an F22 that was laying around.
6 months later, the turbo developed major radial and axial play... and the piston ringlands began to go..... because i had beaten the **** out this motor in N/A form. Pulled the motor with plans of a Full AMS kit... but that got put on ice.
the gains were evident though. went from a 16.1 to a 13.7 @ 104mp @ 8psi with boost leak .... not blazing fast lol but was cool.
some street pulls boost leak and clutch slippage
http://www.youtube.com/watch?v=LlGxasnlbDM
http://s65.photobucket.com/albums/h2...t=MOV01969.flv
Setup # 2
Spring 2006
z31 T3
Revhard cast manifold
2.5in dump tube
Blitz bov
Sr 370cc injectors
safc1
greddy Full auto timer
ssac fmic
earls oil line fittings
summit racing SS oil line -10AN drain/-3AN feed
NGK copper plugs (gapped to .033)
N60 MAF
255 pump
well its the same setup, just with a new manifold which was suppose to fit my H!C but didn't, this t3 i just had laying around. Had leaking seals, but i needed it to get around until i could find the H1C. this setup only lasted about a month.
with this setup.. i made the mistake of pressuring my crank case..... didn't damage the motor much... but it took its toll and shortly that motor went to ****.
Setup # 3 ( current and most stable )
Summer 2006
Well i found the H1c that i wanted for this particular setup. It came from an 93ish dodge ram... the smaller of the H1C's.
Holset H1C turbo
Tial 38mm wastegate
3in V-band custom dump/down pipe
jgs tools custom stage 1 manifold
dsm bov
detachwork 480cc injectors.
safc1
aem uegowideband
greddy Full auto timer
ssac fmic
earls oil line fittings
summit racing SS oil line -10AN drain
AutoMeter -4AN feed
JGStools adjustable Oil pressure kit
NGK copper plugs (gapped to .033)
N60 MAF
255 pump
located a great place on ebay that was ironically in my state. So i went there to hand select my H1c from a few others... its was a freaking gem for sure.
TURBOCHARGER MANUFACTURER: HOLSET #765
TURBOCHARGER PART # 3522900
TURBOCHARGER MODEL # H1C
OIL COOLED
WEIGHT: 19
EXHAUST WHEEL DIAMETER - 60mm.
COMPRESSOR WHEEL DIAMETER - 45mm.
I did the math for the trim and came up with 56 but that was just with the numbers given, i really wanted to measure the size of the inducer and exducer and get the proper number for both sides.
I thought the revhard would yield me the space i needed to clear my BMC but it was a big no go....
So i picked up an JGS tools stage one kit and with the help of a buddy and his tig we welded it up
i placed the turbo about right here. My hands are not dirty, im just black :P
another issue i ran into was, the v-band clamp.... so i welded the v-band flange to the cast after heating it up.
these blobs were just to hold it on until i got around a mig with gas... I beat the **** out of it with a hammer and it stayed on....... so i was satisfied.
went to my buddies house and we hit up the once piece down pipe along with my manifold.
( these pictures jump in the future a little ways from this night due to the fact that i had no extra batteries but you get the idea of what the manifold look like)
i knocked the junction block off while drifting so we had to re-weld.... layed it on thicker this time no issues ever again
install was done in one night... not really anything spectacular..
the last thing i added to it before going to Japan was a Tial WG, hallman MBC and wrapped the exhaust and BMC
204hp 218tq 8psi @ with 5500rpms rev limit set : My street tune with not so good crossover from low to hi maps
202hp 204tq 8psi @6500rpms rev limit set: Dyno tuned very conservative. crossovers were very well after this and allowed me to finish out my competitions without blowing **** up.
Now the car sits lonely next to a 1jz supra in my buddies garage
i miss it240 in hibernation mode
go to sleep babe
Last edited by Biggamehit; 11-11-2010 at 10:44 PM.
what numbers are you running BTW?
04-12-2007, 03:29 PM
#4
Contributing Member
Thread Starter
iTrader: (2)
Join Date: Aug 2004
Location: Misawa, Japan
Posts: 5,091
never dynoed yet.. but with my time/mph and boost level at the time.... many KA-T vets would say at least 225-230hp not sure about wheel hp
ill dyno right after i get this damn turbo on
ill dyno right after i get this damn turbo on
04-20-2007, 02:17 PM
#6
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Thread Starter
iTrader: (2)
Join Date: Aug 2004
Location: Misawa, Japan
Posts: 5,091
8psi with timing set to an more the conservative 15*
no issues and i have been drifting/road racing since august... if it was going to fail it would have been failed under the stress that i apply.....
no issues and i have been drifting/road racing since august... if it was going to fail it would have been failed under the stress that i apply.....
04-20-2007, 08:17 PM
#9
04-20-2007, 10:44 PM
#11
i wouldn't reccomend using an msd btm with an s14 ecu because the s14 ecu is an active ecu. generic ecu tunes (enthalpy,jwt) come with adjusted timing maps, but it is possible to even do it with a simple rom tune/daughterboard. Full stand alones obviously give you the adjustability. Whatever you decide upon remember that fuel control is only half of tuning. you can't hear unaudible knock, that is something only a knock light can sense. As for me, i use an emanage blue unit to control both fuel and timing, but i will need to upgrade to a full stand alone system if I change my setup any more... adapting an sr20 power fc to work on a ka seems like a good option
04-20-2007, 11:23 PM
#12
Contributing Member
Join Date: Feb 2006
Location: Bossier,LA
Posts: 1,580
damn... i thought basic setup was spose to be....basic! lol
i want to hear other ppls setups!
this is what i figured, an safc, back off the timing and get a tune. and be good at 8psi. WTF is all this stand alone **** LAWLZ i thought it was a "basic" setup for under a G???
please post other setups.
i want to hear other ppls setups!
this is what i figured, an safc, back off the timing and get a tune. and be good at 8psi. WTF is all this stand alone **** LAWLZ i thought it was a "basic" setup for under a G???
please post other setups.
04-21-2007, 05:13 AM
#13
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Thread Starter
iTrader: (2)
Join Date: Aug 2004
Location: Misawa, Japan
Posts: 5,091
.
what you have to do first is set base timing properly before you install the turbo. to go in there and just start twisting the dizzy, now thats the wrong way.. once again i have been running this setup since Aug 06.. if your timing is that screwed up, you will blow it in a matter of days.
that knock that you speak of is true, but a honda D15 can have unaudible knock if the plugs are gapped wrong that doesn't have much to do with the turbo... and that unaudible knock would be exploited the minute you began to beat on it.
that is the right way for my amount of boost.......... you don't need all that crap at a low level... the reason you need it higher up is the fuel maps go crazy and timing is added and pulled randomly which would hurt you, and in this case you need timing control. trust me.
adding full standalone to a setup with anything under 550cc's is seriously a waste bro.. and you can throw an Dtec knock light setup in easily if that will make you happy, im just telling you from my building experience, my ka and others that i have built are running strong on the same formula. not everyone on KA-t.org know what they are talking about lol.
can i ask you where you read this at.....
what you have to do first is set base timing properly before you install the turbo. to go in there and just start twisting the dizzy, now thats the wrong way.. once again i have been running this setup since Aug 06.. if your timing is that screwed up, you will blow it in a matter of days.
that knock that you speak of is true, but a honda D15 can have unaudible knock if the plugs are gapped wrong that doesn't have much to do with the turbo... and that unaudible knock would be exploited the minute you began to beat on it.
that is the right way for my amount of boost.......... you don't need all that crap at a low level... the reason you need it higher up is the fuel maps go crazy and timing is added and pulled randomly which would hurt you, and in this case you need timing control. trust me.
adding full standalone to a setup with anything under 550cc's is seriously a waste bro.. and you can throw an Dtec knock light setup in easily if that will make you happy, im just telling you from my building experience, my ka and others that i have built are running strong on the same formula. not everyone on KA-t.org know what they are talking about lol.
can i ask you where you read this at.....
Last edited by Biggamehit; 04-21-2007 at 05:23 AM.
04-21-2007, 07:14 AM
#14
Contributing Member
Join Date: Feb 2006
Location: Bossier,LA
Posts: 1,580
ok so, set the base timing with the distribitor? then from there retard it or no retarding at all lol sorry u confused me. So with just this basic setup i would be good with out locking my timing?
and if you were talking to me, i do read all this stuff on KA-t.org
and if you were talking to me, i do read all this stuff on KA-t.org
Last edited by Biggamehit; 04-21-2007 at 10:43 AM.
