[PinkMX-3]

[color=#000000ost_uid0]Thomas/Geoff Knight is a known theif, and a poor craftsman at that. He is, to his credit, an excellent salesman [which means he's inherently dishonest].

I have gathered alot of information about K series turbos over the years....
[quoteost_uid0]Originally posted by David Coleman:
[QB]The KL has a forged crank, split crankcase, oil squirters, oil tap plugged on the block, and block girdle stock. It is definately ready for forced induction. The first limitation you will run into with your basic SC/TC system is fuel. Running a larger fuel pump and a rising rate FPR [FMU], you will get to the where the stock 190-220cc/min injectors start to have spray patterns [fuel pressures around 80-90psi] when you run around 6-8psi. Andrew Brownsword ran out of fuel @ ~5psi with his non intercooled KLDE on a T04E 50 trim. Chad from MIPOC and Alan Wong both have run upwards of 13psi on a stock block, but Alan had additional TB injectors whereas Chad was still on stock fuel. So for all intents and purposes, you need to upgrade fuel before you think about going internal, as nobody has blown an engine due to anything but running lean yet. You can get larger injectors from a few sources. Rafi at rr-racing.com has apparently convinced venom to make larger injectors using our stock, pain in the butt side feed injectors. Stock Millenia S injectors pre 99 are 280cc/min. Stock Millenia S injectors 99+ are 305cc/min. Stock secondary injectors from a 13B-REW from a FD3S are 850cc/min, and drop in the stock rails. These would support upwards of 900bhp. Joe Kamman has successfully modified two SR20DE rails to fit a KL. They have 259cc/min injectors stock, and he has upgraded those units to 370's. Should be enough fuel for his monster Eaton M90 PGT project. Getting them to idle below 2000RPM would be quite a fun trick, but probably doable with a stand alone EFI system. The plus about stand alones is that you also control spark timing, which adds to your margin of safety under boost. *UPDATE* June 2002- Joe has gotten his 370's to run with a TEC2. Check the Forced Induction forum on Probetalk.com for more info [username Joe Kamman]

The next issue you're going to want to address is your stock cast rods and pistons. Yeah, they have lasted over 12psi, but probably by the grace of God. Some good forged units would definately put my heart at ease approaching 1bar. Victor Pavlovets has put together a forged bottom end kit for the KL:

Hey guys, a friend of mine who is building my current engine, is interested in putting together a piston + rods kit. This will be a true fit kit so you won't need to do any work like the TKT kit. Here is what he wants to include

Eagle H-beam rods (much stronger than I-beam rods)
Wiseco Pistons, pins, rings, clips
Rod bearings
Main bearings
Thrust Washers
Machined Crank.

You can get the pistons in any size and any CR you want. The whole rotating assembly will be completely balanced. All you would have to do is have the block bored out by a local shop if you’re going with bigger bore pistons, unlike the TKT kit which you have to do a ton of machine work to make the parts fit together. I just got off the phone with him and he said that price wise were looking at about $2200.
*update*$1600 for H beam Rods, Wiseco Pistons, pins, rings, clips
*update*$1690 same as above plus, rod and main bearings and thrust washers.
Let me know what you guys think. PM me or email me at vicpgt@rogers.com if you’re interested.
Thanks

Victor Pavlovets



After you've upgraded your fueling [and controlling it] and your bottom end, nobody knows what the limit is. The standard headwork would be a good idea [port and polish, solid lifters, high lift cams with low overlap, bigger ports, bigger valves, etc]. The highest HP KL's that I've heard of were 480bhp out of the stock 2.5L of displacement, but funny enough they were the normally aspirated IMSA motors. Of course at this point if you're using a piggyback system to control your injectors, I'd highly recommend a stand alone engine management system. SDS, Electromotive , Haltech, Motec, Fel-Pro, and DFI all make good systems with various features that may be necessary for your application. I personally like the SDS as it has a higher resolution than many systems and is incredibly to tune quickly and get running on the street without days on the dyno.

Also, the KLDE is 9.2:1, which is going to be more turbo friendly on pump gas. The KLZE has 10:1 static compression, which, while being lower than all B-series VTEC motors, will be more prone to preignition than the KLDE. Sean Matthews has run 7-8 on his KLZE with a TD06 16G. If he were to get more fueling through either larger injectors or TB injectors, it would be very interesting to see how he could do on 8-10psi on 93 octane. I am no expert in the dark art of thermodynamics, but it seems that there is a good amount of quench and squish area on the head, so pump gas [94 octane] should be good to over 10psi. But again, nobody has blown up any KL due to anything but lean-out detonation, so the preignition limit of the KL is also unknown.

You'll note that most of this section refers to turbos and not superchargers. That's because I dislike ineffeciency, and therefore superchargers. If you have a supercharger, I don't hate you. Rather, you're just misguided Howard Chu made an awesome excel spreadsheet specifically for a KL turbocharged setup.

KLDE @ ~8psi [T3 Super 60 compressor, large Spearco FMIC, 255LPH inline pump, and FMU]:
[imgost_uid0]http://plaza.ufl.edu/mugen23/images/KL/dyno242.jpg[/imgost_uid0][/QB][/quoteost_uid0][/colorost_uid0]