Project KA24 Turbo - Final Installments

It's been a long and arduous journey, but Project Turbo KA24 has finally been completed. Over the past couple of months, Naoto Negishi of NPD has dedicated long hours to complete this project. Since we last left off, the entire powertrain was installed, along with most of the necessary hardware to propel the engine to our targeted goal of 750 hp. But just as the human body doesn't survive off the heart and lungs alone, we conclude the final chapter of our build by developing the brain, veins and nervous system of the KA24, before heading off to the local dyno to see if the engine has what it takes to meet our power goal.

In order to maintain enough fuel pressure and volume, Aeromotive's A1000 EFI system was enlisted. The Aeromotive kit includes everything you need to set up a legitimate racing fuel system, including an A1000 fuel pump, A1000 fuel pressure regulator, fuel filter, and necessary fittings.
In order to maintain enough fuel pressure and volume, Aeromotive's A1000 EFI system was en
The A1000 fuel pressure regulator is base-pressure adjustable from 40-75 psi, with a 1:1 ratio increment. NPD wanted to monitor fuel pressures through the data logger, so a fuel pressure sensor was installed into the gauge port.
The A1000 fuel pressure regulator is base-pressure adjustable from 40-75 psi, with a 1:1 r
270cc/min side-feed injectors and a factory fuel pump are ideal for a light-duty truck motor, but deliver hardly enough fuel to power our 750hp project. After making the proper injector calculations, Naoto chose a set of RC 1,600cc/min top-feed injectors, along with a GReddy billet fuel rail to supply them.
270cc/min side-feed injectors and a factory fuel pump are ideal for a light-duty truck mot

Providing sufficient spark was critical for the success of the build, so Naoto opted to use a custom coil-pack setup. A custom adaptor plate was fabricated to fit S2000 coils from Okada Projects onto the KA24.
Providing sufficient spark was critical for the success of the build, so Naoto opted to us
A custom adapter was also fabricated to convert the stock distributor to a crank position sensor, similar to an SR20DET.
A custom adapter was also fabricated to convert the stock distributor to a crank position
With dozens of companies offering some type of engine management, Naoto turned to the staff at Sakata Motorsports Electronics (SME) to determine the best route in making that decision. A household name in the Motorsports industry, SME is one of North America's largest Motec and Bosch Motorsports Electronics dealers, specializing in motorsport electronics solutions ranging from construction of military-spec wiring harnesses, to track-side support for professional teams. Currently, the company provides their services to teams competing in ALMS, Grand American Touring cars and CORR trucks. Why would such a firm take part in our project? Brian Sakata, the proprietor of SME, played an important role in the import-tuning industry during the '90s, providing his harnesses and expertise to many top-level import drag racing teams. Armed with 15 years of motorsport electronics expertise, SME had the ideal solution for our 750hp KA24.
With dozens of companies offering some type of engine management, Naoto turned to the staf

The staff at SME recommended the Motec M600. There were many issues to be addressed with the setup, the first being air volume measurement. In OEM form, the KA24 relies on a hot wire air flow meter, but with more than 2.0 kg/cm2 of boost required to reach our power goals, we would need to change to a speed/density air volume measurement setup. Next on our list was the crank angle sensor. The KA shares a similar CAS to the SR20 and RB26: using a camshaft-driven optical sensor with 360-degree slits for the crank angle degree reference signal, and four different slits for the cylinder position signals (the RB26 has six), which requires an ECU that would recognize this specific sensor. These two parameters alone are very critical and narrow the field of ECUs that can be used. And the project engine also required an ignition upgrade.
The staff at SME recommended the Motec M600. There were many issues to be addressed with t
The AIM sports MXL Pro takes in all the data from the M600 ECU via a controller-area network (CAN) data signal, simplifying the installation, yet providing the driver a multitude of information, including auxiliary parameters such as air/fuel ratio, knock sensor voltage, oil pressure, oil temperature, and fuel pressure.
The AIM sports MXL Pro takes in all the data from the M600 ECU via a controller-area netwo
SME's Gin Hou starts the harness construction process by taking measurements of sensor locations in relation to branching points.
SME's Gin Hou starts the harness construction process by taking measurements of sensor loc

Once all the measurements are taken, Hou goes back to the computer and makes a blueprint for the SME techs to follow. Without ever seeing the vehicle, the techs can construct the entire harness based upon Hou's data.
Once all the measurements are taken, Hou goes back to the computer and makes a blueprint f
Although Tefzel wiring is most commonly used in mil-spec applications, SME prefers Raychem Spec 55 wire, which has a stronger insulation and better heat-resistance. Starting at the ECU, SME incorporates all the necessary input/output signals via Raychem wires, protected by Raychem DR-25 heat shrink, to the firewall connector utilizing mil-spec connectors and System 25 boots, ensuring a hermetic seal at all points. Jeremy is seen here measuring out lengths of Raychem Spec 55 wire.
Although Tefzel wiring is most commonly used in mil-spec applications, SME prefers Raychem
Ewing assembles the harness and tests the circuits for flaws before it is heat shrunk and glued down.
Ewing assembles the harness and tests the circuits for flaws before it is heat shrunk and