Mapping - remapping provides the most advantage in terms of cost savings, aftermarket ECUs, and piggyback ECUs are all alternatives.Be sure to keep up with our latest YouTube content and subscribe.
Please watch our video which covers the 5 principles of tuning your car. With NASP only mods you'll probably gain around 20-30bhp, when you add forced induction you can be looking at an extra 100bhp or more! If you have a heavy truck and are looking for more power then this article will cover the basics, but you'll be looking for more low end torque, and probably not after a high revving engine.Ĭamshaft choice is the thing that differentiates the power band, along with head work (gas flowing, porting and polishing). Most of our visitors have this engine in the 240SX so were are going to look at tuning this block with "track day sports car in mind". SUV's tended to be built for Torque and reliability by way of a different compression ratio and cam design. Typical power outputs varied by year, and by application. Parts are not necessarily interchangeable between the two versions so please check carefully before ordering upgrades, particularly camshafts and anything to do with the oil feed and pickup. The dipstick location is the best way to tell the engines apart, as JDM engine dipsticks were located in the center of the engine, and the Mexican engines has the dipstick located to the rear. So although the engine was built for trucks there is probably more tuning potential and adding more power is unlikely to break anything! The Mexican blocks were heavier as they were made from cast iron, and as such tolerate higher power figures than the JDM engines. The oil feed and camshaft differences have also been noted. The Japanese engines were lighter, and had larger diameter girdled main bearings and were generally tuned to higher RPM and power levels. Then JDM market car engines were built in Japan and there were significant differences between these, despite bearing the same engine code. Some blocks were made in Mexico for models destined for the US market. Some SUV versions of this engine had a redline of 6100rpm. *The oil feed was revised, and rpm was limited to 6900rpm, then this was cut to 6400rpm to facilitate the implementation of the Nissan 240SX's cam profile and intake design around 2004. The KA24DE has 4 valves per cylinder, against the 3 of it's SOHC brother. KA24DE has a higher 6900 redline* than the 1988 KA24E 6500rpm, with the main differences being that the KA24DE has a double overhead camshaft and other revisions including a better knock sensor, heavy duty main bearings and revised oil pickup. Taking the KA24E as the origin, Nissan have made revisions and created a fantastic block, that responds well to tuning and has plenty of potential. "We look at the best mods for this popular Nissan engine."
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