Top 33 How Much Hp Can A Stock Ka24De Handle Best 218 Answer

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Contents

How much HP can a KA24DE make?

Turbocharging the KA24DE can produce great numbers if the tuning is right. It’s easy to attain over 200rwhp with a basic turbo kit like the kind sold on ebay. Advanced tuning and internal engine modification has produced KA24 240SX’s with 500+ horsepower.

What do I need to turbo my KA24DE?

This will need a MAF, oil feed and drain lines, injectors and and an ECU, but it does come with a manifold and an intercooler kit. On the whole, it’s a great kit for the money.

What is a KA24DE used for?

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

What motor is the KA24DE in?

KA24DE History

Actually, when the first generation of the Nissan 240SX was introduced to the North American market in 1988, it was fitted with the KA24E engine; a 140 hp 2.4 L naturally aspirated engine with a single overhead cam and 3 valves per cylinder.

Is the KA24DE a good engine?

It may seem adequate power numbers for a naturally aspirated 2.4-liter engine, which handed it a ratio of slightly greater than 1hp per cubic inch, but it certainly wasn’t anything to yell from the rooftops about in stock form. The KA24DE is an excellent candidates for a stroker kit.

Is Ka better than SR?

ERic hsu of cosworth: KA; For a streetcar, there is no replacement for displacement. The KA head flows better than the SR and is only limited by head studs (which ARP sells) and head gasket (which Cosworth is currently in development of).

How much HP does a KA24E have?

SPEC SHEET

ENGINE
Peak Horsepower (@ RPM):	140 bhp @ 5,600 RPM
Peak Torque (@ RPM):	152 lb-ft @ 4,400 RPM
Pistons/Compression Ratio:	9.1:1
Block Material:	Iron

18 thg 3, 2016

What is a 240 SX?

The Nissan 240SX is a sport compact car that was introduced to the North American market by Nissan in 1989 for the 1990 model year. It replaced the outgoing 200SX (S12) model. Most of the 240SX were equipped with the 2.4-liter inline 4 engine (KA24E from 1989 to 1990 and KA24DE from 1990 to 1998).

Can you turbo a 240SX?

Thanks to the top-quality turbos currently available on the market, you can tune your 240SX to over 400whp. If you’re worried about the engine blowing up, you can use the latest advanced engine control units (ECUs) to help reduce the chances of something going bang.

What engine is ka20 in?

KA20DE. The KA20DE was a DOHC 16-valve engine produced from June 1999 through August 2007. It was mainly used in Japanese Domestic Market commercial vehicles.

What engine is a ka?

The Ford Ka was available with two engines: a 1.3 TDCi diesel and a 1.2 Duratec petrol, although both were just rebadged Fiat units. The 1.2 petrol is the one to go for, although the 68bhp unit can sound strained at motorway speeds.

How much horsepower does a SR20DET make?

Both are naturally aspirated engines producing 140 hp (100 kW) and 155 hp (116 kW) respectively. SR20DET engine swaps are becoming more commonplace due to the forced induction aftermarket additions available for the SR20DET. Many shops specialize only in SR20DET swaps.

What is the difference between KA24E and KA24DE?

The KA24E is SOHC with three valves per cylinder actuated by rocker arms, and the KA24DE is DOHC with 4 valves per cylinder and shim-over-bucket valve actuation.

What turbo motor does an S15 come stock with?

In 1999, Nissan unveiled the last S-chassis to be powered by an SR20DET engine, the S15 Silvia. The SR20DET that powered the S15 Spec R continued to benefit from the VTC cylinder head and came equipped with a Garrett GT28R ball bearing turbocharger and larger, 480cc/min injectors.

240SX Dyno – Stock vs. Turbo KA24DE

Stock KA24DE Engine Can Handle 500HP+ – www.ka-t.org

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Stock KA24DE Engine Can Handle 500HP+ – www.ka-t.org

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Nissan 240SX Performance Modification/KA24DE and KA24E/Turbocharging – Wikibooks, open books for an open world

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Most searched keywords: Whether you are looking for Ultimate KA24DE Turbo Kit Guide | Drifted.com Updating We review the best KA24DE turbo kits available on the market today. This is the ultimate 240SX KA24DE turbo kit guide.240sx,ka24de,s13,s14
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In a hurry Here is our KA24DE Turbo Kit summary

Let’s take a look at our KA24DE turbo kits

Our winner

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Stock KA24DE Engine Can Handle 500HP+

Post by christiankustomz » Sun May 23, 2010 10:04 am

Hey guys. My name is John and I am the owner of ChristianKustomz in Westminster, MD. I have been hearing a dabate obout the KA24de engines for quite sometime now and I decided it was finally time for me to put an end to the age old question of how much power can the stock block, pistons, rods and crank hold on a Ka24de engine. I have heard alot of pinicle debates from both sides. Everyone had a valid point but no one with any real proof of what they could do. No dyno sheets or test results. This is where I come in to play. I have taken the last year to test different years and set ups of the Ka24de engine. Here are my rusults.The blocks used for testing were a 1992 block with the 248/240 cams, 1995 block with the 232/232 cams and a 1997 block with a conversion 248/240 intake cam swap (CCW4 TTH). I had other year blocks but these were the most significant of them all. I really love the KA24de blocks for turbocharging for one reason…They have oil squirters already in them. Somehow I think Nissan knew some genius was going to turbocharge these engines and they decided to make it a little easier for us all. Thanks Nissan engineers (except for the pain in the butt 300zxTT. big engine and no room to work on them) My results were pretty surprising. I tested many different types of scenerio’s and the conclusion to them all was pretty much the same thing…If you can eliminate the detonation there is almost no limit to these engines. The common break point for all these engines was above 500HP+ with good tuning.The first block I started out with was a 1992 block. I was running a T25 with 370cc Venom injectors (Highly recommend staying away from these-they are only redrilled injectors and are not matched or balanced properly-they will cause problems), 255 warlboro FP, APR, NGK 2 step colder plugs and a redline performance ecu tune from Mr. Nugyen. (I think thats how you spell his name. It’s been awhile but still junk tuning anyway you look at it). Pretty basic setup for getting to 275HP. The first couple of tests were not very good. Engine would sputter and spit pretty badly. After 3 runs at 7 psi engine blew up 4 pistons (2 ringlands and 2 skirts) After much deliberating I found the injectors were not matched (had JWT test them and found them to be off dispite the flow sheet from Venom and one injectors was off by 231cc’s. That makes a huge difference) a cheap lowend basic tuning by Redline Performance was also to blame for the issue and predetonation killed the engine. I then went with an enthalpy tuned ecu and Nismo injectors and it was much better. However I recommend to stay away from Nismo injectors as well because they do not handle very well with the ethenol added to fuels nowadays. I like HKS and Greddy fuel injectors. They flow test all their injectors on top of the line machines and anything not within their guidelines (which is perfection) gets thrown out. You can put your money on the fact they are balanced and matched perfectly. Remember this…you get what you pay for. Now getting back to what I was saying a minute ago. It was still not the best because it would run rich often (AFR = 16.9 on ave) but it was managable. Tuning is the most important aspect of any build. Do not boost until you have the tuning down. I was able to get this to stand strong to 283HP dyno. Still would spit and sputter but not as bad. Shortened the spark plug gap down to .020 and it pretty much solved the problem. With this set up you can run the engine hard all day long with no problems. I then opened up the Tial 44mm WG and let her go. She was shy 300HP before she threw a rod through the block making a 4″ hole for extra cooling. Needless to say I needed another engine. Did the tests again using a JWT ecu tune and never broke anything. I was able to kill at 302HP and maxing out the modified T25 turbo. Never broke. GREAT tune job by Jim Wolf Technology! Thanks guys.Next I switched the setup using a modified T3/T4 super hybrid setup 740HKS injectors (they are matched injectors-very important), A JWT tuned ecu and modified fuel rail. I was able to put down 496HP on the dyno. I then opened the Tial 44mm wastegate all the way and let the sucker go till it blew. 529HP / 491ft.lbs @ 31.5 psi boost. This time I only broke 2 pistons and that was at the oil journal ringlads. The ecu tuning was the main part why this engine was able to hit those kinds of numbers. The JWT ecu tune was great for killing out the predetonation though it was still a factor in killing this engine. Next I tested it again using a MSD 6 BTM timing retardation system and have it sett off by 1 degree retard. Doing this resulted in almost the same results except I was able to get another 49HP out of it before melting down the pistons due to extreme heat and well…you guessed it predetonation. I only had one pistons break in the center (cylinder 1) (inevidably destroying the wall) and one broken compression ring (cylinder 4). Still not bad for a stock block. Now I want to make mention that I was using an upper intake manifold from a s14 (no butterfly) and lower from a s13. All emissions were removed too. Sorry. Also at no point did the heads ever break during my tests. Not valves, not seats, no head warpage…nothing. These heads are absolutely wonderful. I am curious to see how far they will go with a stage 4 port and polish. I was even more impressed with the fact that I was using only stock head bolts and they held. Even the head gaskets were all perfect when the tests were completed. These are wonderful engines.Now this would be a great time to suggest this. I would recommend forged pistons and a great set of rods for the later blocks. I tested again using a 1995 block w/T25 setup as above and had problems right off the bat. $9 psi I shot a rod right through the block. So I started over with another 1995 block with very similar miles (less then 50K) and threw another rod right through the block. I was starting to get a little pissed off because the results were not acting like I though they would. So I got another block and kept a close eye on the AFR’s and the exhaust temps. it was great up to 7.5 but started to get a little out of control above that. So I called Redline performance and had them lean out the fuel and retard the timing a bit. That seemed to work a bit but still not great. Lots of spitting and just a really bad tune. I will never recommend a tune by them even on a low boost application. They simply do not kow what they are doing or they are using a simple basic generic setup and not doing a custom setup for a persons ride. I was not able to get it past 11 psi without destroying something in a horrible way. So then I switched up to the better and larger set up. I was able to put down some better numbers but with the same results as before. Something major breaking in a big way but at much larger boost levels. (I am simplifying this thread because if I did’nt I would have 10 pages with all the info so please take that into account. Not all the info is here but was done). Tuning is everything. However there is something to be said about the later blocks and internal parts that seems to not be as strong or efficient as the 1992 and earlier blocks w/ the 248/240 setup.I forgot to mention also at some point in the tests I would switch up to 262 cams. Sorry. I had a feeling someone would probably ask that question.Next was the 1997 block with the 248/240 swap setup. This was one I was not too surprised and happy with. There is something about the swap on the intake cam that even though you rotate it CCW 4 teeth still makes the overlapping a bit off. This proved not to be able to put down safe numbers at high boost no matter how good the tuning was or how much I would play with the AFR and timing. Even though I could retard the timing a good bit as the boost increased it still took a good bit of time and tuning to get it up there in numbers but it was never safe and rode on the brink and ragged edge of breaking. I was constantly hearing the lovely sound of knocking and predetonation. However these tests were only for the engines and nothing else.So in conclusion these blocks can handle well above 500HP+ but tuning will be the key. I have a 1992 240sx KA24de-t engine and I have put down 513HP / 489ft.lbs toque @30.5 on stock internals and it has never broken on me but once due to a really bad boost spike. However the block I have in there now is a 1997 block with 262 cams and extensive motor work to make it run safely. So my car is proof if you don’t beat these engines into the ground and have the tuning down you can run 500HP+ in them and not break anything. Predetonation will kill any engine. However I was most intregued and quite surprised that the stock pistons did not melt from heat or explode from compression except for once, but that was from bad tuning. Stock KA24de’s run on 9.5:1 compression. This is great for torque but usually can end up killing an engine. Some how this was not a factor in any of my tests but I would recommend being on the safe side and running say 9:1 or 8.8:1 compression. Swap to ARP HB, Sealed power rings, Copper or 3 layered SS headgasket to be safe. My tests were a bit extreme and I would not recommend to anyone to do to the engines what I did. But one thing is for certain about these blocks. The 1992 block proved to put out more power stock then the others did and break less even at higher boost levels. Also it proves that the engine for what ever reason is stronger then the later blocks. I prefer 1992 blocks above all. Stay away from the 1995 blocks and if you can find a 1997 or 1998 block swap out the cams to 262 or 272 and you will have a tough to beat engine as well. @ 275HP these blocks will eat this up all day long with no problems on stock internals. You just have to have a really good tune and matching injectors. @500HP these engines will hold up but only with the right supporting mods and a GREAT ECU TUNING. I can not express that enough. Tuning is everything. Don’t be cheap and please my God do not get eBay junk. Buy name brand parts. They are expensive…yes but for good reason. Thay are made to work properly and not break your car. There was much more involved in the tests but I am tired of typing and I think you all get the point. I hope this clears things up for everyone.If you have any questions, concerns or need work done or some professional help with your car please feel free to contact me and I will help you the best I can.John / ChristianKustomz

Nissan 240SX Performance Modification/KA24DE and KA24E/Turbocharging

Turbocharging the KA24DE can produce great numbers if the tuning is right. It’s easy to attain over 200rwhp with a basic turbo kit like the kind sold on ebay. Advanced tuning and internal engine modification has produced KA24 240SX’s with 500+ horsepower.

For a budget turbo build, you can get a t25 turbo and 5-7 psi without having to upgrade the injectors or MAF. You will need a fuel management unit (rising rate fuel pressure regulator). A new fuel pump is recommended. You also need to be careful with the ignition timing. MSD’s Boost Timing Master can retard the timing appropriately.

The stock internals have been proven to be quite resilient. There are individuals who have made 350+ rwhp on totally stock internals. Here are a few quick limits on stock KA24DE internals. Keep in mind these are NOT EXACT NUMBERS. True limits can vary signifigantly from motor to motor. Before undergoing any turbocharging project, it is a VERY good idea to do a compression test. The closer to 180 psi you are the better. Anything below 150 and you generally want to start to think twice about a turbo project. So without further adue…

Pistons – Good for approx. 275-300 hp Rods – approx. 400 hp Crank – Indestructible Valvetrain – No known issues Head Gasket – approx. 320 hp WITH A GOOD TUNE (see below) Head Studs – approx. 300-320 hp

…Ofcourse, all of this is dependent upon a good tune. As long as your compression, timing, and air/fuel ratios are all within spec, and the motor is not continually beaten upon, you can expect extended performance out of these parts. Many individuals are making 300+ hp on stock blocks with 200k+ miles on them! For a wealth of information on turbochared tuning for KA24DE and KA24E motors, visit the forums at KA-T.org.

Ultimate KA24DE Turbo Kit Guide

We review the best KA24DE turbo kits available on the market today. This is the ultimate 240SX KA24DE turbo kit guide.

In a hurry? Here is our KA24DE Turbo Kit summary

Budget Choice Drifted Choice Premium Choice ISR KA24DE Turbo Kit Tomei ARMS KA24DE Turbo Kit (turbo only) Full Race KA24DE Turbo Kit 🔥🔥🔥🔥 🔥🔥🔥🔥🔥 🔥🔥🔥🔥🔥 Buy Now Buy Now Discontinued

We recently had a Drifted fan ask us whether it’s worth heading down the turbo kit route with his KA24DE 240SX. As usual, we tried to dive into the web for guides, but to our surprise, there was very little recent information out there.

It’s no real secret that the 2.4-liter naturally aspirated KA24DE is a little, well, anemic at best. It’s a low revving, low redline engine which, let’s be honest, also falls pretty low on the excitement aspect too.

This is where we introduce one of the kings of automotive tuning, the much-loved turbocharger.

Check out this awesome Formula Drift spec 240SX with a 600hp KA24DET burnout to see the potential of what a fully-tuned KA is truly capable of:

We would like to point out that when we mention “KA” in this guide, we are not referring to the earlier-model KA24E engine. For the single slammers out there, I’m afraid to say that we’d highly recommend upgrading to the dual cam KA or an alternative powerplant to get the best power gains.

One of the main questions when it comes to carrying out a KA24DET upgrade is, “Why not just swap out for an SR?” Well, SR’s aren’t exactly the perfect answer either. They too can suffer from reliability issues and not everyone wants to carry out an engine swap when they’ve already got a perfectly good KA sat in the engine bay.

Not to mention the scene tax which is not only being piled onto the SR which makes it an even more expensive option than ever.

Confused with which forced induction option is the right fit for your project? Our Turbocharger vs Supercharger guide was written for you. New to the KA24DE? That’s no problem. Get up to speed with our KA24DE motor guide.

If an SR is the route you’d prefer to go down, then sure, it could well be the easiest method for you, and let’s not forget that it’s an engine which Nissan built for this chassis on the JDM market. However, it is worth remembering that the KA can actually provide more torque than the SR if you’re willing to put the time and effort in.

Sure, the SR is higher-revving and the convenient solution, but there’s something a little bit special about having a different engine to the masses. For now, we’ll put the SR20DET to one side and focus on the task in hand, turning your KA24DE into a turbo-powered KA24DET.

Back in the early 2000s, owners were building their own DIY turbo kits to help the KA24DE achieve its maximum potential. There are still several guides online that explain exactly how to do this, but we prefer to take the less-risky alternative of simply buying a tried-and-tested off the shelf kit with the proper research and development carried out.

With a lot of the older forums and website links now down, or images lost in the Photobucket fiasco, we decided it would be a great time to revisit this subject and update it with the latest turbo kits for your KA24DE.

Turbocharged KA24DE’s, also known as the KA24DET, have been known to handle 10-12PSI without even breaking a sweat on stock bottom ends. If you go far beyond that, then you’re potentially risking an almighty ‘KA-boom’. A typical boosted setup can keep you in the upper safe region of around 250whp, and sure, your buddy might have achieved 400whp+, but we’re talking long-term reliability rather than impressing on the dyno.

As always with forced induction, it’s a good idea to ensure you have a healthy, well-maintained engine as a base. Carrying out a compression test will give you a good idea of what you’re working with and give out early warning signs it’s plagued from the start. There’s nothing worse than throwing big money at a tired engine.

While the KA bottom end is ‘overbuilt’ for naturally-aspirated needs, this is a blessing in disguise for those going KA-T. The downfall, is that unlike the SR, it’s pistons are designed for NA, and NA only. This is fine for those going for a basic KA-T setup, however, if you’re hunting down big power in excess of 1 bar, you’ll want to look at upgrading pistons and rods to forged aftermarket units.

For this guide, we’re going to keep things simple and look at a sensible-powered, off-the-shelf kit to give your KA24DE engine the kick up the ass which it should’ve come with from the factory.

Chris Forsberg and Ryan Tuerck took on the task of doing a KA24DET build and turned it into a series, check out the first episode here:

It’s always important to remember that you can’t simply bolt a turbo to a car and expect huge performance gains. You’re going to want to consider additional costs that come with these kits. Some won’t provide fuelling or engine management.

Chances are your cooling system will need some upgrades. An uprated radiator alongside the front-mount intercooler will be ideal to compensate for the increased engine heat. Oil cooling is also ideal to keep on top of this, and a relocation kit could be a great investment.

The final consideration is, have you got an adequate exhaust? You’re going to need at least a 2.5″ setup to expel the additional gases which are being generated, but we’d generally recommend going with a 3″ to be on the safe side.

Now that you have a little more of an understanding with what you’re taking on, it’s time for us to show you how to wake up your KA24DE and unleash the power it should’ve left the factory with!

Let’s take a look at our KA24DE turbo kits

To read more about any of these products simply click on the turbo kit name or photo.

Our comment: TOMEI has put a huge amount of R&D into their new ARMS turbos. With their typical high-standards, they bring a stunning bolt-on kit to the KA market. Their goal was to provide torque, response, and usable power all into a single convenient package.

They have given owners two choices for turbos. Firstly, the M8270 is made for big horsepower and can handle over 450hp. It begins to kick in a little later, but then continues to provide an impressive amount of power all the way to the redline. More suited for drag racing and high powered setups. If you’re using it for drifting, be prepared for sudden surges of boost.

The M7960, however, is designed to provide more low to mid-range torque, and is more suited to over 400hp. This turbo provides much more bottom-end response on a lower-powered car to achieve the maximum potential possible. This is more ideal for drifting, auto-x and street/track use with its more linear power curve.

Although this is a turbo kit which comes at a great price, it’ll only provide the basics and you’ll need to consider basic additions such as a manifold, cooling, engine management on top. With that being said, it’s still a fantastic package.

Tomei have gone out of their way to provide you with each and every part you’ll need to turn your KA into the perfect package in their KA24DET turbo guide.

Manufacturer description: “The new Tomei ARMS MX-Series Turbocharger improves upons Tomei’s original M-Series turbocharger design with the inroduction of a new lightweight billet wheel, multi rate billet actuator, and the very same ARMS technology Tomei is known for!“

“With over 20 years since it’s initial debut Nissan enthusiasts are continuously looking for high quality performance parts to tune their KA24DE. At TOMEI, we wanted to see more users enjoy tuning their engines, so we continued development on new products. After many years of testing and production Tomei now has all components available to turbocharge your KA24.“

GReddy KA24DE Turbo Kit

Manufacturer: GReddy

GReddy Fitment: Nissan 240SX

Nissan 240SX Turbo configuration: Single turbo

Single turbo Value for money: 🔥🔥🔥🔥🔥

Purchase link: Discontinued

Our comment: As you can see, there’s a pretty large price difference between these two JDM tuning legends, however, there is quite a bit of difference between the two kits.

TOMEI provided the basics with their kit, where GReddy have concentrated more on the fueling and engine management aspect, providing you with a pre-tuned ECU.

Although it’s at the higher price range, you’re not going to need much more than a front mount intercooler to begin shredding the streets.

Given that the front mount intercooler is rather expensive, we’d recommend sourcing an alternative front mount and piping, as you can usually trust the cheaper kits on the market to provide a decent solution.

Manufacturer description: “GReddy Turbo Kits for naturally aspired motors provides instant horsepower gains with less time and money while still providing room for upgrading for even more power! GReddy turbo kits are specifically designed for optimal response and performance while maintaining daily drivability, comfort, and reliability.“

“Each GReddy turbo kit is designed based off of a completely stock engine so each kit will come with all the necessary basics such as manifold, turbocharger, downpipe adapter, piping, hardware, and heat shields. Some kits even include pre-tuned piggy back ECUs or fuel pressure risers.“

Manufacturer: ISR (Formerly ISIS)

ISR (Formerly ISIS) Fitment: Nissan 240SX

Nissan 240SX Turbo configuration: Single turbo

Single turbo Value for money: 🔥🔥🔥🔥

Purchase link: Buy the ISR KA24DE turbo kit here

Our comment: ISR were previously rather awkwardly known as ISIS before another group decided to take over the name. Thankfully, they came to their senses and rebranded as ISR. They bring a fantastic all-round package to the market at a very reasonable price.

With that being said, it comes with a turbo which is probably a bit on the large side for the engine. This means that not only is it a squeeze in the bay, but also has more lag than the previous offerings.

There are mixed opinions out there on the quality of their turbos, so it may well be worth discussing with Enjuku about alternative options. Perhaps you could buy the actual kit without the turbo and find a more suitable one for your needs?

This will need a MAF, oil feed and drain lines, injectors and and an ECU, but it does come with a manifold and an intercooler kit. On the whole, it’s a great kit for the money.

Manufacturer description: “Finally an Inexpensive KA-T kit! The Nissan KA has become a wildly popular engine for turbo upgrades. This is due to the engine’s heavy duty iron blocks and 600cc cylinder size, which provides robust torque. Plus, the KA is a lower-priced engine. With the Nissan 240sx KA24DE turbo kit, you’ll get a dramatic boost in engine power without having to break the bank.“

Full Race KA24DE Turbo Kit

Manufacturer: Full Race

Full Race Fitment: Nissan 240SX

Nissan 240SX Turbo configuration: Single turbo

Single turbo Value for money: 🔥🔥🔥🔥🔥

Purchase link: Discontinued

Our comment: There are many variants to the Full Race kit, and if you begin adding up the options, you’ll see the price inflate pretty quickly! With that being said, their kits are a work of art and quality certainly comes at a price.

If you’ve got big bucks to spend and you’re looking for a serious twin-scroll setup which can be customized to maximize the potential of your needs, you’ll want to get in touch with Full Race to see what they can offer.

Manufacturer description: “Full-Race Engineers designed the Twin Scroll RWD Turbo Kits to deliver power levels normally seen from moderate-large turbochargers, but with drastically improved throttle/boost response, earlier spool times and significant power/torque gains.“

Manufacturer: CXRacing

CXRacing Fitment: Nissan 240SX

Nissan 240SX Turbo configuration: Single turbo

Single turbo Value for money: 🔥🔥🔥🔥

Purchase link: Buy the CXRacing KA24DE turbo kit here

Our comment: CXRacing show their hand with an extremely reasonably priced product. CXRacing state that this kit keeps the stock fuel injectors and ECU and allows you to boost at 7psi with around 230whp.

They’re undoubtedly proud of their fit-and-go style kit, but we would recommend at least considering upgrading some simple parts like injectors and an ECU to get the most out of the setup and reach around 350hp.

Despite the setup not being the highest quality in our guide, it certainly has the potential to build from. If you’re looking to go for a DIY build, it’s worth getting this kit without the turbo and wastegate (an option on their website) and using some higher quality items. This will give you a great value for money kit.

Their manifolds have been known to crack with prolonged use, so if you were to go over some welds and maybe add bracing and better gaskets, you could well be on to a winner for a bargain price. A great cheap and convenient base for those that don’t want to spend huge money.

Manufacturer description: “This is a Bolt on kit, from manifold to Downpipe, Catback, intercooler, Piping. Not like other kits offered, they are just parts and have not tested. Our kit was developed in the US and fully tested, bolt on fit.“

Manufacturer: XS Power

XS Power Fitment: Nissan 240SX

Nissan 240SX Turbo configuration: Single turbo

Single turbo Value for money: 🔥🔥

Purchase link: Buy the XS Power KA24DE turbo kit here

Our comment: XS Power have turned up with the cheapest product in our various turbo kit guides, but unfortunately they seem to get the same, mostly negative, feedback each and every time!

Their reputation certainly isn’t the strongest, but many owners have purchased this reasonably priced option and ran it without any issues. Others have reported problems within a few hundred miles. Maybe they’re pushing it too hard, but it seems more like a quality control issue.

For the money, we would advise going with CXRacing, as they have a better product with a better reputation and many happy owners.

Our winner

Our winner is the TOMEI Turbo Kit.

To pick our winner from this choice of KA24DE turbo kits we looked at a number of criteria; quality, popularity, upgrade potential and price point.

Based on these criteria we have chosen the TOMEI Turbo Kit to be our winner.

TOMEI really have gone above and beyond to deliver the ultimate product for KA24DE owners. The level of R&D they put into such a niche product is extremely impressive, and although it might not be the cheapest, you can count on it being impeccable quality and providing fantastic reliability.

Sure, you’ll need to fork out on some additional parts to go with this basic kit, but we have no doubt it’ll serve you extremely well long-term.

Full Race and GReddy are two brilliant alternatives in the upper price range, however if you’re looking for a cheaper setup, we highly recommend checking out what CXRacing has to offer.

Thank you for reading our KA24DE turbo kit guide

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Written by Joe Terrell Drifted.com founder, motoring journalist and all-round car enthusiast. Read more about Joe and the Drifted team on our Drifted.com founder, motoring journalist and all-round car enthusiast. Read more about Joe and the Drifted team on our about us page.

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Stock KA24DE Engine Can Handle 500HP+ – www.ka-t.org

Nissan 240SX Performance Modification/KA24DE and KA24E/Turbocharging – Wikibooks, open books for an open world

Ultimate KA24DE Turbo Kit Guide | Drifted.com

Nissan 240SX Performance Modification/KA24DE and KA24E – Wikibooks, open books for an open world

Nissan KA24DE – Complete Engine Guide | 180sx Club

How much boost can stock ka24de internals handle – Tampa Racing

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KA24DE – The Ultimate Motor Guide | Drifted.com

Stock KA24DE Engine Can Handle 500HP+

Nissan 240SX Performance Modification/KA24DE and KA24E/Turbocharging

Ultimate KA24DE Turbo Kit Guide

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