www.ka-t.org

Ive had mine turbo'd for a few months now, has 274k miles on it currently. It's a beast and I do 10psi daily, no problems.

I used a 100k ohm resistor wired into the egr temp sensor and it doesnt throw a code.

I have 1500 or so wrapped up in mine and Im pretty sure I have more than 230 whp.

spec stage3 6 puck sprung hub. <8 it.

Get a honda and call it a day?

Charcoal metallic is the ****. I repainted mine last year.

oh yeah welcome to norcal, land of the trucks.

Genuine Canadian Nissan roof rack. Who says ka-t 240's cant carry snowboards and surfboards?

Sorry fiz, had to do it

SAFC= super air fuel converter.

*super air flow converter

sileightydrifter wrote:etching the plugs = loose fit = injector connector slipping off and you run on <4 cylinders.

sil80

They are actually Very snug.

Im not saying do it Right this moment. But this topis has been discussed, it has been confirmed that they are drop in. Once you get them you will see how easy it is to put them in.

Seriously, just get them and compare them to the stock injectors, that will answer your question. Too many people rely on forums to hold their hand through everything, just get out there and try it!

I run 460's on my single cam ka-t setup and they work GREAT. I had the stock mafs for a while and had my settings to something like -22 across the LT map and -27 on the HT map. Why even put the injectors in before you turbo and waste money on a dyno tune? Anyways, try 35% and 65% for your TH points.

I already bought the blockoff plate. The z31 turbo is a 7 bolt block off plate, its diff from a traditional t3. Im planning on using a holesaw and just making a hole where the wastegate hole is and porting the wg hole out, it should work good.

Right now I have a log manifold with a z31 turbo. It has an "internal" wastegate in a sense. The wastegate flapper is actually on the o2 housing. So here's what I want to do, get a blockoff plate and drill a hole where the stock wastegate hole is, bore the stock wastegate hole out some wit...

No dyno sheet yet, and I did take him off the line both times even spinning the tires.

Raced twice from a dead stop. First time I spun through first and second and still got him until about 90mph. Second time I only spun through first and took him till the top of 4th at 6k rpms (however fast that is). And then shut down after that. He had a built integra running 15lbs with a nice fron...

10:1 comp de pistons would still net below 9:1 compression in a single cam.

Buy mandrel bends, cut it up and mock all the ic pipes. Then bring to someone who can weld them, or just use a bunch of silicone couplers, but that would be expensive.



--I see you are in Norcal, whereabouts? I live in northern Cali also.

I run a bottom mount turbo also, makes a lot of things easier. Drain line is shorter, looker more sleeperish (if you're into that) shorter downpipe, and good clearance from MC.

"Shocks, pegs, LUCKY"

Exactly

270 X .5 (50%) = 135 135 + 270 = 405

Im around -22 on lt and -27 on HT with my 460's, this is for ka24e though. The 440/460's are too big for the safc to control so you have to kinda tweak it different than with 370's.

Dont do -38, try something like -20 across the low throttle map and -26 across the high throttle map.

just an interesting note: phat ka-t is running 500hp on stock internals (or so they claim) on their S13 project.... What's the deal with that? Build sheet short list: 91 240sx KA24DE-T Arais forged pistons 8.8 cr .020 over Factory rods shotpeened with ARB BBC rod bolts Cometic .040 MLS gasket ARP h...