Whats needed for de head on sohc block? - Zilvia.net Forums | Nissan 240SX (Silvia) and Z (Fairlady) Car Forum

MikeRWK · 06-09-2011, 12:04 AM

anyone have a complete parts list?

Vernal · 06-11-2011, 03:37 AM

I would assume the whole top end with accessories, sensors and actuators. I know the thermostat is in a different location as well as the engine accessories. Most likely easier and cheaper to find a junkyard motor and rebuild

Mishkin_707 · 06-15-2011, 01:14 PM

so you want to spend the time and money on making a KA24E into a KA24DE?? you know that shit is redundant right?

they came factory dual cam from 1992 to 1998, right in our own cars. even if you got the parts "CHEAP" i bet that wont be as cheap as buying a used dual cam motor from someone and rebuilding it.

revcyanide · 06-15-2011, 01:27 PM

he probaly is building a high comp motor, which i understand is fery easy with an SOHC block and DE head.

Mishkin_707 · 06-15-2011, 01:44 PM

if he is going to spend money then why not get bigger pistons installed??
better compression.

For model years 1989 and 1990 the Nissan 240SX used a KA24E.
The KA24E is a 2.4 liter single overhead cam (SOHC) 12-valve engine .It uses SEFI fuel injection, and features forged steel connecting rods, an internally balanced one-piece cast crankshaft, and a cast aluminum intake manifold.

Bore × Stroke: 89.0 × 96.0 mm
Max power: 140 hp (105 kW) @ 5600 rpm
Max torque: 152 ft·lbf (206 Nm) @ 4400 rpm
Valve Configuration: SOHC, 12 valves
Compression ratio: 8.6:1 (9.1:1 for early 1989 240SX )

The KA24DE is the stock engine for 1991 to 1998 S13 and S14 240SX vehicles. It is a 2.4 Liter DOHC Engine.

Bore × Stroke: 89.0 × 96.0 mm
Max power: 155 hp (115 kW) @ 5600 rpm
Max torque: 160 ft·lbf (217 Nm) @ 4400 rpm
Valve Configuration: DOHC, 16 valves
Compression ratio: 9.5:1

all that money and time spent for OEM compression?

Memberofthe600hpkaclub · 06-15-2011, 01:50 PM

I would imagine all you would need is the head...cams....intakemanifold n all that jazz....dohc timing set...n de upper n lower front covers which need to be machined with the head and block

MikeRWK · 06-15-2011, 04:48 PM

Quote:

Originally Posted by Mishkin_707

if he is going to spend money then why not get bigger pistons installed??
better compression.

For model years 1989 and 1990 the Nissan 240SX used a KA24E.
The KA24E is a 2.4 liter single overhead cam (SOHC) 12-valve engine .It uses SEFI fuel injection, and features forged steel connecting rods, an internally balanced one-piece cast crankshaft, and a cast aluminum intake manifold.

Bore × Stroke: 89.0 × 96.0 mm
Max power: 140 hp (105 kW) @ 5600 rpm
Max torque: 152 ft·lbf (206 Nm) @ 4400 rpm
Valve Configuration: SOHC, 12 valves
Compression ratio: 8.6:1 (9.1:1 for early 1989 240SX )

The KA24DE is the stock engine for 1991 to 1998 S13 and S14 240SX vehicles. It is a 2.4 Liter DOHC Engine.

Bore × Stroke: 89.0 × 96.0 mm
Max power: 155 hp (115 kW) @ 5600 rpm
Max torque: 160 ft·lbf (217 Nm) @ 4400 rpm
Valve Configuration: DOHC, 16 valves
Compression ratio: 9.5:1

all that money and time spent for OEM compression?

I traded the car for a truck i needed something that wasnt gutless, and with the sohc block and dohc head compression will be 11-11.5:1

roboticnissan · 06-15-2011, 04:54 PM

Why not high compress the pistons with Aftermark products? I don't think a twin cam head simply bolts to a sohc block.

R@ddy · 06-15-2011, 05:03 PM

not worth it. its easier to put a KA24DE in there. all kinds of extra hard work to pull the head, fuck with timing/chains/pulleys make sure they line up. yuck. just pull the ka24e out and get a dual cam if you really want it. OR build the ka24e with forged internals. dont got the money? save up or just stick to a stock ka24e

Mishkin_707 · 06-15-2011, 06:42 PM

OP read roboticsnissan and s13 kidd wrote this is what im trying to say, you'll end up spending more money in fabrication to make everything fit instead of just taking the block have it milled for bigger pistons to get that compression, stop trying to justify frankenstiening left over parts because they're there, end up getting 200HP and only end up with like 78 torque

if you want that compression in the first place go get you a honda.

Steinkrunk · 06-15-2011, 06:55 PM

Sohc pistons in a dohc motor will get high compression. I think the water jackets/oil galleys don't line up on the sohc block vs. Dohc head. For the price of a dohc head and all the jazz that's in it you can probably source a complete motor for probably $100 more. Then you can replace the pistons with the sohc versions if you want. But even then you'll end up spending a heap tuning the ecu to work with the new compression.

This won't be cheap no matter how you cut it.

r20crazy · 06-16-2011, 12:26 AM

sohc block will not bolt to dohc head and vise-versa. you can put sohc pistons is dohc block, but you gotta watch the sparkplug heat range (been there to help build one), and have the ability to tune the motor (AEM/Nistune, etc). i"m not gonna go into all the block/head differences between the 2, but it wont work as bolt on.

GroundPerformance · 06-17-2011, 11:06 AM

Like he said it wont work. Even if you can with some DIY fab it wouldn't be practical. But if you want high comp then slap the SOHC KA24E pistons on the KA24DE DOHC longblock. Get a Nismo adjustable FPR and raise your static fuel pressure a little bit retard timing few degress go to a dyno and tweak the rest from that. You should get a decent gain from that specially with basic I/H/E mod. GL!

rb25_s13*CHUKI · 06-17-2011, 11:14 AM

Single cam pistons are lower compression than the dual cam pistons................ Go buy a set of forged 9.1 pistons either cp or arias,acl rod n main bearings. headgasket. piece up a turbo kit Injectors n ecu. boom reliable 200+ horepower. All can be done for under 1300 if u find the right deals and can do the work your self

rb25_s13*CHUKI · 06-17-2011, 11:16 AM

^^ Nvm forgot about the wrist pin height... so yea ditch the Na idea and boost it! Na only gets you so far, unless you have a v8

GroundPerformance · 06-17-2011, 11:33 AM

Its the Piston DISH size and the KAE/KADE combustion chamber size difference which gives the high comp. Below is the general numbers when using KAE pistons to DE longblock.

Early 8.6:1 KA-E pistons into KA-DE gives 11.1:1
Later 9.1:1 KA-E pistons into KA-DE gives 11.6:1

It's really not a bad idea if you just want a decent gain and remain NA if your in the process of OE rebuild anyway. Working with a local ECU ROM Tuner would really help out. Of course if you want a better $$=HP then you can't beat a basic KA-T setup. Its just a matter of personal preference after that.

vas570sx · 06-17-2011, 11:44 AM

you cant just swap the head, you have to put the E pistons into a DE block. friends have done this and with supporting mods (porting head, bigger cams, tune, intake and exhaust) and do really well for themselves. I say do it if you can, should be cool.

R@ddy · 06-17-2011, 11:53 AM

Quote:

Originally Posted by GroundPerformance

Its the Piston DISH size and the KAE/KADE combustion chamber size difference which gives the high comp. Below is the general numbers when using KAE pistons to DE longblock.

Early 8.6:1 KA-E pistons into KA-DE gives 11.1:1
Later 9.1:1 KA-E pistons into KA-DE gives 11.6:1

It's really not a bad idea if you just want a decent gain and remain NA if your in the process of OE rebuild anyway. Working with a local ECU ROM Tuner would really help out. Of course if you want a better $$=HP then you can't beat a basic KA-T setup. Its just a matter of personal preference after that.

Jon you mean early 9.1:1 and later 8.6:1 :P

You got it twisted haha

GroundPerformance · 06-17-2011, 12:23 PM

Yup I did.. Good call!

Aschouvilliers13 · 10-28-2016, 01:48 PM

Sorry to awaken this thread from the dead lol.
But i had bought a ka24e that had a DE head on it and i need some help. I was wondering if needed to run it with higher fuel pressure then what the stock pressure is. It ran for 2 seconds and then died. anyhelp would be great. Cant seem to find the right answer.. or if someone could point me in the right direction. Thanks

supersayianjim · 11-04-2017, 09:35 AM

bump!!!!!!!!!!!!!!!!!!

kyral · 11-06-2017, 09:49 AM

The 2 engines use very different oil galleries, it can be done but this needs to be kept in mind. but the sohc uses an oil pump on the bottom of the dizzy shaft that feeeds oil iirc thru a galley thats lower and on the opposite side of the engine as the dohc (no matter it doesnt line up between the two)
The dohc uses a crank driven oil pump

I also think the timing cover has a little bit of a fitment issue

this is not a very easy simple setup to build. it makes more sense to me to grab and hone a dohc block and stuff sohc pistons in it with some cheapo iron piston rings

06-09-2011, 12:04 AM	#1
MikeRWK Join Date: Aug 2010 Location: Edmonton Age: 34 Posts: 26 Trader Rating: (0) Feedback Score: 0 reviews	Whats needed for de head on sohc block? anyone have a complete parts list? __________________ 1991 Skyline GTR 1990 240sx Coupe

06-15-2011, 01:44 PM	#5
Mishkin_707 Zilvia Addict Join Date: Jul 2009 Location: everywhere Age: 42 Posts: 732 Trader Rating: (1) Feedback Score: 1 reviews	if he is going to spend money then why not get bigger pistons installed?? better compression. For model years 1989 and 1990 the Nissan 240SX used a KA24E. The KA24E is a 2.4 liter single overhead cam (SOHC) 12-valve engine .It uses SEFI fuel injection, and features forged steel connecting rods, an internally balanced one-piece cast crankshaft, and a cast aluminum intake manifold. Bore × Stroke: 89.0 × 96.0 mm Max power: 140 hp (105 kW) @ 5600 rpm Max torque: 152 ft·lbf (206 Nm) @ 4400 rpm Valve Configuration: SOHC, 12 valves Compression ratio: 8.6:1 (9.1:1 for early 1989 240SX ) The KA24DE is the stock engine for 1991 to 1998 S13 and S14 240SX vehicles. It is a 2.4 Liter DOHC Engine. Bore × Stroke: 89.0 × 96.0 mm Max power: 155 hp (115 kW) @ 5600 rpm Max torque: 160 ft·lbf (217 Nm) @ 4400 rpm Valve Configuration: DOHC, 16 valves Compression ratio: 9.5:1 all that money and time spent for OEM compression?

06-15-2011, 04:54 PM	#8
roboticnissan Nissanaholic! Join Date: Mar 2007 Location: SOCAL/NORCAL Age: 35 Posts: 1,867 Trader Rating: (12) Feedback Score: 12 reviews	Why not high compress the pistons with Aftermark products? I don't think a twin cam head simply bolts to a sohc block. __________________

06-17-2011, 11:14 AM	#14
rb25_s13*CHUKI Post Whore! Join Date: Mar 2007 Location: Cali Age: 35 Posts: 2,759 Trader Rating: (16) Feedback Score: 16 reviews	Single cam pistons are lower compression than the dual cam pistons................ Go buy a set of forged 9.1 pistons either cp or arias,acl rod n main bearings. headgasket. piece up a turbo kit Injectors n ecu. boom reliable 200+ horepower. All can be done for under 1300 if u find the right deals and can do the work your self __________________ Obliterate

06-17-2011, 11:16 AM	#15
rb25_s13*CHUKI Post Whore! Join Date: Mar 2007 Location: Cali Age: 35 Posts: 2,759 Trader Rating: (16) Feedback Score: 16 reviews	^^ Nvm forgot about the wrist pin height... so yea ditch the Na idea and boost it! Na only gets you so far, unless you have a v8 __________________ Obliterate

06-11-2011, 03:37 AM	#2
Vernal Zilvia Junkie Join Date: Aug 2006 Location: Burbank, CA Posts: 517 Trader Rating: (0) Feedback Score: 0 reviews	I would assume the whole top end with accessories, sensors and actuators. I know the thermostat is in a different location as well as the engine accessories. Most likely easier and cheaper to find a junkyard motor and rebuild

06-15-2011, 01:14 PM	#3
Mishkin_707 Zilvia Addict Join Date: Jul 2009 Location: everywhere Age: 42 Posts: 732 Trader Rating: (1) Feedback Score: 1 reviews	so you want to spend the time and money on making a KA24E into a KA24DE?? you know that shit is redundant right? they came factory dual cam from 1992 to 1998, right in our own cars. even if you got the parts "CHEAP" i bet that wont be as cheap as buying a used dual cam motor from someone and rebuilding it.

06-15-2011, 01:50 PM	#6
Memberofthe600hpkaclub Zilvia FREAK! Join Date: Sep 2008 Location: Florida Age: 37 Posts: 1,039 Trader Rating: (17) Feedback Score: 17 reviews	I would imagine all you would need is the head...cams....intakemanifold n all that jazz....dohc timing set...n de upper n lower front covers which need to be machined with the head and block

06-15-2011, 05:03 PM	#9
R@ddy Nissanaholic! Join Date: Jul 2008 Location: Zacatecas, Mx; Paramount, Ca Age: 34 Posts: 1,628 Trader Rating: (32) Feedback Score: 32 reviews	not worth it. its easier to put a KA24DE in there. all kinds of extra hard work to pull the head, fuck with timing/chains/pulleys make sure they line up. yuck. just pull the ka24e out and get a dual cam if you really want it. OR build the ka24e with forged internals. dont got the money? save up or just stick to a stock ka24e

06-15-2011, 06:42 PM	#10
Mishkin_707 Zilvia Addict Join Date: Jul 2009 Location: everywhere Age: 42 Posts: 732 Trader Rating: (1) Feedback Score: 1 reviews	OP read roboticsnissan and s13 kidd wrote this is what im trying to say, you'll end up spending more money in fabrication to make everything fit instead of just taking the block have it milled for bigger pistons to get that compression, stop trying to justify frankenstiening left over parts because they're there, end up getting 200HP and only end up with like 78 torque if you want that compression in the first place go get you a honda.

06-15-2011, 06:55 PM	#11
Steinkrunk Zilvia Member Join Date: Aug 2007 Location: Rehoboth, MA Age: 36 Posts: 281 Trader Rating: (1) Feedback Score: 1 reviews	Sohc pistons in a dohc motor will get high compression. I think the water jackets/oil galleys don't line up on the sohc block vs. Dohc head. For the price of a dohc head and all the jazz that's in it you can probably source a complete motor for probably $100 more. Then you can replace the pistons with the sohc versions if you want. But even then you'll end up spending a heap tuning the ecu to work with the new compression. This won't be cheap no matter how you cut it.

06-17-2011, 11:06 AM	#13
GroundPerformance Zilvia FREAK! Join Date: Oct 2008 Location: Socal Posts: 1,479 Trader Rating: (44) Feedback Score: 44 reviews	Like he said it wont work. Even if you can with some DIY fab it wouldn't be practical. But if you want high comp then slap the SOHC KA24E pistons on the KA24DE DOHC longblock. Get a Nismo adjustable FPR and raise your static fuel pressure a little bit retard timing few degress go to a dyno and tweak the rest from that. You should get a decent gain from that specially with basic I/H/E mod. GL!

06-17-2011, 11:33 AM	#16
GroundPerformance Zilvia FREAK! Join Date: Oct 2008 Location: Socal Posts: 1,479 Trader Rating: (44) Feedback Score: 44 reviews	Its the Piston DISH size and the KAE/KADE combustion chamber size difference which gives the high comp. Below is the general numbers when using KAE pistons to DE longblock. Early 8.6:1 KA-E pistons into KA-DE gives 11.1:1 Later 9.1:1 KA-E pistons into KA-DE gives 11.6:1 It's really not a bad idea if you just want a decent gain and remain NA if your in the process of OE rebuild anyway. Working with a local ECU ROM Tuner would really help out. Of course if you want a better $$=HP then you can't beat a basic KA-T setup. Its just a matter of personal preference after that.

06-17-2011, 11:44 AM	#17
vas570sx Zilvia Addict Join Date: Jun 2008 Location: west palm beach Posts: 844 Trader Rating: (0) Feedback Score: 0 reviews	you cant just swap the head, you have to put the E pistons into a DE block. friends have done this and with supporting mods (porting head, bigger cams, tune, intake and exhaust) and do really well for themselves. I say do it if you can, should be cool. __________________

06-17-2011, 12:23 PM	#19
GroundPerformance Zilvia FREAK! Join Date: Oct 2008 Location: Socal Posts: 1,479 Trader Rating: (44) Feedback Score: 44 reviews	Yup I did.. Good call!

10-28-2016, 01:48 PM	#20
Aschouvilliers13 Join Date: Oct 2016 Location: Olympia Posts: 1 Trader Rating: (0) Feedback Score: 0 reviews	Sorry to awaken this thread from the dead lol. But i had bought a ka24e that had a DE head on it and i need some help. I was wondering if needed to run it with higher fuel pressure then what the stock pressure is. It ran for 2 seconds and then died. anyhelp would be great. Cant seem to find the right answer.. or if someone could point me in the right direction. Thanks

11-04-2017, 09:35 AM	#21
supersayianjim Nissanaholic! Join Date: Jan 2010 Location: location X Posts: 1,815 Trader Rating: (10) Feedback Score: 10 reviews	bump!!!!!!!!!!!!!!!!!! __________________ http://www.240sxforums.com/forums/rb...ject-s-rb.html

11-06-2017, 09:49 AM	#22
kyral Zilvia Junkie Join Date: Nov 2012 Location: wisconsin Age: 32 Posts: 448 Trader Rating: (7) Rides Gallery: kyral Feedback Score: 7 reviews	The 2 engines use very different oil galleries, it can be done but this needs to be kept in mind. but the sohc uses an oil pump on the bottom of the dizzy shaft that feeeds oil iirc thru a galley thats lower and on the opposite side of the engine as the dohc (no matter it doesnt line up between the two) The dohc uses a crank driven oil pump I also think the timing cover has a little bit of a fitment issue this is not a very easy simple setup to build. it makes more sense to me to grab and hone a dohc block and stuff sohc pistons in it with some cheapo iron piston rings __________________ The Game you lose haha