CP Pistons

The stock pistons can not withstand the heavy duty abuse of a turbocharged system. Therefore I replaced them with CP pistons. This pistons were designed for the KA24E with a 8.0:1 compression ratio. The super low compression will allow for higher boost levels and less chance of detonation. As compared to a stock piston, the CP piston is shorter in overall height. This is a super lightweight design and also allows for a lighter rotating assmebly. The pistons are made from 2618 high strength aluminum forgings. These pistons are fully CNC machined and balanced, and have double pin oilers to force feed oil from oil ring. The ring lands and overall design of the piston is designed to handle large amounts of boost and nitrous. After lots of research, this is the BEST piston for the KA hands down!!! The piston rings are of equal quality. The part number is: SC7300 CP Pistons

Crower Connecting Rods

The stock rod is also not worthy of turbocharger abuse. With that said, it was only logical to upgrade to a set of widely well known Crower rods. Crower is the industry leader in high performance connecting rods. The rods are CNC machined from premium quality 4340 chromoly steel. Crower billet rods are the only choice when running high boost and RPM applications. Features include premium USA manufactured steel alloy, proven I-beam design intended for high horsepower applications, 220,000 psi Crower rod bolts that are stronger than ARP, tolerances to .0001", and system matched sets to .5 grams total weight. Again, this is the best rod choice, hands down. The part number is: B93774B-4. Crower Connecting Rods

As you can see from a mock set up between the stock and aftermarket piston and rod combos, clearly for the serious engine builder and street racer, this is clearly the way to go. I did look into possible piston coatings. Mike from CP pistons told me, for my application, the bare piston is strong enough to handle the abuse it was going to see. He also said that if the coating reflected too much heat, it would affect the piston to cylinder wall clearance and I would probably lose horsepower, since heat is used to push down on the piston to turn the crankshaft. So I decided to stay with installing the bare pistons.

The Crankshaft

The stock OEM crankshaft was sent to Falicon for their Falicon Supercrank Service. This service includes Balance and Blueprinting, Chamfer Oil Holes, Micro-Polished Journals. On top of their Supercrank service, I also had them Cryo Treat the crankshaft to improve its strength. Everything in the bottom end has been replaced with top notch aftermarket parts. This is the only component that remains stock, even thought it has been modified. If this can not withstand the abuse from the turbocharger system, then my only option at this point is to upgrade to a custom crank from Crower. Falicon Crankshaft Componets

Crank Pulley

The stock pulley has a vibration damper which is a device connected to the crankshaft of an engine to reduce torsional vibration. In this specific application, the KA24E crank pulley has an elastomer (rubber ring) incorporated into the pulley that makes them look similar to a harmonic damper.

The job of the elastomer rubber ring damper is to take the energy of the harmonic resonance vibration produced by the crankshaft flexing back and forth and absorb it by converting that vibration energy into heat. The problem is that over time the energy conversion process distroys the elastomer. Once the elastomer fails, it has to be replaced or else the torsional vibration can cause premature wear to the crank bearings and crankshaft failure.

So I had the stock pulley sent to Dale Manufacturing. There they rebuilt the crank pulley by removing the orginal elastomer and replacing it a better higher quality elastomer rubber material. This new material is rated over 450 degrees which is more heat this motor will ever see. This material should never fail like the orginal one did. Dale Manufacturing

The Block

The block was stripped and cleaned. Then the surface top was machined flat and the cylinders were bored .020" over to fit the new required cylinder bore size of 3.524" for the CP Pistons. The block was then fitted with new brass freeze plugs. Finally, the block was painted a glossy jet black color for a nice OEM custom look.

ARP Head and Main Stud Conversion

To permit greater clamping force between the head and block to give the head gasket added strength to prevent blowing it out, the stock head bolts are replaced with high-strength ARP head studs. A properly anchored stud with its shank bottomed out in the block will always prove a superior fastener system to a bolt tightened into the block. The bottom end Main bolts were replaced with ARP studs also. O&J Performance

Toga Rod and Main Performance Bearings

After doing a search around, I found these Toga Performance Bearings for my Rods and Mains. Toga Performance Bearings

Piston Oil Squirter Conversion

Its modifications like these that simply tell who is serious and who isn't. For improved oiling, piston oil squirters (aka Oil jets) are placed under the pistons to spray oil under it. This also cools the piston and control heat which gives the pistons longer life and improved strength. The KA24E does not come with oil jets. A set of oil jets was removed from the KA24DE, which are equiped with them stock from Nissan. After exploring the underside of the KA24E block, my machinest and I found an oil chamber that ran front to back of the block. Furthermore, the oil chamber had bosses in place for oil jets. Its almost like if Nissan designed the single cam block for oil jets, but at production, changed there mind. The bosses were machined flat to ensure a perfect fit and then holes were drilled and tapped with a 12mm X 1.25 bit set.