KL swaps

Gismo · 05-09-2008, 07:57 AM

After going through the forum and reading about the different KL motors and their specs, I think I found the reason to the feuling problem that I have with my MX (I recently had a transplant from, acourding to what I found here, a KL-ZE to a KL-03 - I might be mistaken) and since I have fit the KL-03 with the Intake manifold, Injectors and Distributer with the wiring loom and ECU from the KL-ZE, Is it possible that the injectors gives different amounts of fuel through the rpm range than what it should? I'm throwing a stone in the bush here, does anybody understand what I'm trying to explain?
The car seems to hisetate as I excellerate in full throtle in third gear and up, and sometimes hits the limeter at 5500rpm.

Mc_Nuggets · 05-09-2008, 08:28 AM

err do you know what the KL-ZE Rev limit is?

project.r.racing · 05-09-2008, 08:38 AM

wrong ecu

-or-

faulty plug leads

Gismo · 05-09-2008, 08:50 AM

Thanx, Limit is 8000rpm.

Gismo · 06-09-2008, 08:08 AM

All of this comes out of this forum.
There is more than one K series motor it is true..
The main difference is not the peek HP but the torque..

There is a K8 ~ 140HP found in the eunos 30x (MX3)
KFZE ~160 that is the V6 2ltr found in the A spec (Australian) astina
KLDE ~165 HP found in the A spec ford probe and Telstar, MX6& 626.
And the top of the tree is the KLZE ~200HP found in the Jspec (Japanese) probe/tellstar/mx6/626.

The motors are physically virtually identical externally..
Only difference is the mounting holes for the half shaft..
The main external differences is in the intake..
I have successfully, and easily fitted a ZE & a DE under the hood of an Astana V6 hardtop..
The difference is in the ECU and the injectors..
The VIRS system has different actuation points for each motor (air intake system valves)
But as long as you use the injectors for the motor you have newly fitted you will have very little if any hiccups.

The differenes between the DE and the ZE are as follows
1: flat top pistons in the ZE(compression ratio 10:1) as compared to the dished tops in the DE (compression ratio 9.2:1)
2: camshafts KL-31 in ZE (max power @6500rpm) and KL-01 in DE (max power @6000rpm)
3: intake ports in ZE heads are square and are oval shaped in the DE (comparasin)
4: Intake manifold in ZE has a long neck or a curved neck and larger internal dimeter to LHS merge (after VRIS) compared to the short neck on the DE
5: ECU is different between the two engines
6: And there are differences in the Airflow meter

The kf has a maf and the kl uses a vaf airflow meter..
The difference between the ze & ld is just in the calibration not the design .. Basically the KL36 ecu for the ze uses the same vaf as the mx3 (30x). but I think it is hardly worth the effort fitting the J-spec ecu

when I put the kl motor in to the astina I fully intended to use the kl ecu..
but it proved to be a bit much (as I would have to rewire every thing (they don’t just swap/plug in) .
but like I said it works with the kf loom and ecu .. the extra fuel needed for the 2.5 is not controlled by the time the ecu keeps the injector open .. but by the size/flow rate of the injectors (open for the same interval).

Gismo · 06-09-2008, 08:26 AM

And this Is were my problem was, I had a look at my previous motor-
KL01 on the cams (DE)- Dished top Pistons (DE)- Oval intake ports etc. So my main problem creating the hisitation was the injectors or the rails or both! This MX is now flying, And surely I dont have to explain to you guys what that feels like. I am sniffing around at something else aswell, Need guidance again. What do I need to change on this motor to safely ad a turbo?

ZE Power MX6 · 11-10-2008, 03:24 AM

Why did you go down to a DE from a higher power ZE?

05-09-2008, 07:57 AM	#1
Gismo Junior Member Join Date: Sep 2008 Location: South-Africa Car: MX6 Posts: 13 View Photos By: Gismo	KL swaps After going through the forum and reading about the different KL motors and their specs, I think I found the reason to the feuling problem that I have with my MX (I recently had a transplant from, acourding to what I found here, a KL-ZE to a KL-03 - I might be mistaken) and since I have fit the KL-03 with the Intake manifold, Injectors and Distributer with the wiring loom and ECU from the KL-ZE, Is it possible that the injectors gives different amounts of fuel through the rpm range than what it should? I'm throwing a stone in the bush here, does anybody understand what I'm trying to explain? The car seems to hisetate as I excellerate in full throtle in third gear and up, and sometimes hits the limeter at 5500rpm.

05-09-2008, 08:28 AM	#2
Mc_Nuggets Astina GT Junkie Join Date: Jan 2008 Location: \| Brisbane \| Car: SP20 Hatch 2001 Mica Black Posts: 370 View Photos By: Mc_Nuggets	err do you know what the KL-ZE Rev limit is? __________________

11-10-2008, 03:24 AM	#7
ZE Power MX6 Junior Member Join Date: Oct 2008 Location: Chicago Car: See Signature Posts: 17	Why did you go down to a DE from a higher power ZE? __________________ 1994 MX-6 RS -- RIP 1/30/2012 1996 MX-6 M-Edition 1993 RX-7 Grand Touring 2010 Mazda3 Hatch Grand Touring

05-09-2008, 08:38 AM	#3
project.r.racing Senior Member Join Date: Sep 2004 Location: n/a Car: n/a Posts: 10,929	wrong ecu -or- faulty plug leads

05-09-2008, 08:50 AM	#4
Gismo Junior Member Join Date: Sep 2008 Location: South-Africa Car: MX6 Posts: 13 View Photos By: Gismo	Thanx, Limit is 8000rpm.

06-09-2008, 08:08 AM	#5
Gismo Junior Member Join Date: Sep 2008 Location: South-Africa Car: MX6 Posts: 13 View Photos By: Gismo	All of this comes out of this forum. There is more than one K series motor it is true.. The main difference is not the peek HP but the torque.. There is a K8 ~ 140HP found in the eunos 30x (MX3) KFZE ~160 that is the V6 2ltr found in the A spec (Australian) astina KLDE ~165 HP found in the A spec ford probe and Telstar, MX6& 626. And the top of the tree is the KLZE ~200HP found in the Jspec (Japanese) probe/tellstar/mx6/626. The motors are physically virtually identical externally.. Only difference is the mounting holes for the half shaft.. The main external differences is in the intake.. I have successfully, and easily fitted a ZE & a DE under the hood of an Astana V6 hardtop.. The difference is in the ECU and the injectors.. The VIRS system has different actuation points for each motor (air intake system valves) But as long as you use the injectors for the motor you have newly fitted you will have very little if any hiccups. The differenes between the DE and the ZE are as follows 1: flat top pistons in the ZE(compression ratio 10:1) as compared to the dished tops in the DE (compression ratio 9.2:1) 2: camshafts KL-31 in ZE (max power @6500rpm) and KL-01 in DE (max power @6000rpm) 3: intake ports in ZE heads are square and are oval shaped in the DE (comparasin) 4: Intake manifold in ZE has a long neck or a curved neck and larger internal dimeter to LHS merge (after VRIS) compared to the short neck on the DE 5: ECU is different between the two engines 6: And there are differences in the Airflow meter The kf has a maf and the kl uses a vaf airflow meter.. The difference between the ze & ld is just in the calibration not the design .. Basically the KL36 ecu for the ze uses the same vaf as the mx3 (30x). but I think it is hardly worth the effort fitting the J-spec ecu when I put the kl motor in to the astina I fully intended to use the kl ecu.. but it proved to be a bit much (as I would have to rewire every thing (they don’t just swap/plug in) . but like I said it works with the kf loom and ecu .. the extra fuel needed for the 2.5 is not controlled by the time the ecu keeps the injector open .. but by the size/flow rate of the injectors (open for the same interval).

06-09-2008, 08:26 AM	#6
Gismo Junior Member Join Date: Sep 2008 Location: South-Africa Car: MX6 Posts: 13 View Photos By: Gismo	And this Is were my problem was, I had a look at my previous motor- KL01 on the cams (DE)- Dished top Pistons (DE)- Oval intake ports etc. So my main problem creating the hisitation was the injectors or the rails or both! This MX is now flying, And surely I dont have to explain to you guys what that feels like. I am sniffing around at something else aswell, Need guidance again. What do I need to change on this motor to safely ad a turbo?