Nissan KA24DE Engine

1. Specifications
2. Overview, problems
3. Performance tuning

Nissan KA24 engine specs

Nissan KA24DE engine reliability, problems and repair

KA24 appeared in 1988 as substitution to Z24. The first version of the engine was KA24E. It used 4-cylinder inline cast-iron cylinder block with cylinder diameter 89 mm. Inside forged crankshaft was installed with 96 mm piston stroke, and also 165 mm forged connecting rods. On top it had aluminium cylinder head with one camshaft (SOHC) and 3 valves per cylinder, two intake and one exhaust. Inlet valves are 34 mm in diameter, while the exhaust are 40 mm. KA24E camshafts: duration 240/248 deg, lift 10.38/10.38 mm. KA24E rev limiter is set on 6,500 RPM.
KA24E for SUV uses camshaft with duration 232/232 deg, lift 9.7/9.7 mm. For this engine redline is lowered to 6,000 RPM.
Stock injectors KA24E are 260 cc.
Later, since 1991, head with two cylinders (DOHC) and 16 valves, 4 valves per cylinder, was applied. Inlet valves were 36.6 mm in diameter, the exhaust – 31.3 mm. These engines were called KA24DE. In contrast to KA24E, KA24DE engines have new oil pan and oil jets, modified pistons and crankshaft with compression ratio 9.5. On models for SUV compression ratio is reduced to 9.2 and 9.3. Early KA24DE (till 1994) used camshafts with duration 240/248 deg, lift 8.9/9.32 mm. It let the engine whirling to redline 6,900 RPM.
In 1995 Nissan 240SX S14 was equipped with such cams: duration 232/232 deg, lift 8.73/9.06 mm, and they were used until the car was discontinued. The same year intake manifold was modified. It reduced rev limiter to 6,400 RPM.
For the rest cars camshafts 240/248 remained, and then in 1997, intake cam was changed for the new with duration 232 deg. Stock injectors KA24DE are 270 cc.
The version for SUV and large cars used long length intake manifold and camshafts, meant for low-end to the mid-range torque. Such engines had 6,100 RPM rev limiter.
KA24DE engine has no hydraulic lifters, therefore from time to time it is necessary to adjust the valves. Valve clearance on cold engine: inlet and exhaust 0.28-0.36 mm.
The engine has timing chain, which should be changed utterly rarely, usually every 180,000-200,000 miles of mileage (300,000 km). KA24 firing order is 1-3-4-2.
Along with KA24DE, 2L KA20DE was produced.
In 2004 KA24DE engine was substituted for more modern 2.5L QR25DE.

Nissan KA24DE engine problems and malfunctions

This engine belongs to the simple, reliable and durable Japanese engines of the 90-s. You need just to serve it regularly and use high quality engine oil. On the front-wheel drive of the car it is enough to press the oil pan a little and the oil pressure may fall. If it has happened, then you need to take off the oil pan and to check the state of oil receiver pick up pipe.
Also you can easily destroy KA24DE, using low-quality engine oil. If your timing chain starts making a noise, it is the sign.
Yet KA24 engines have high fuel consumption, do not be surprised with it.
As for the rest, their reliability is on the highest level.

Nissan KA24DE engine tuning

N/A Build

To gain some power for cheap, you need the most aggressive OEM camshafts. But first of all, repair your engine, it may be old and worn, put your engine in order.
After that purchase KA24DE stock cams (248/248), cold air intake, 4-2-1 header, 2.5 inch straight pipe exhaust system, lightweight flywheel and JWT ECU. Install all these performance parts, adjust ECU and you will get ~20 HP more.
You may gain about 200 WHP, but for this you should buy Xcessive intake manifold, VK45DE throttle body (90 mm), cams 272/272, adjustable cam gears, valve springs and do head porting. And also do not forget buying forged pistons (CR ~11) and connecting rods, main and rod bearings, SR20DET fuel injectors (370 cc), 4-1 header, 2.5 inch straight pipe exhaust system. Gaining more than 200 horsepower is possible upon installing Suzuki GSXR 1000 individual throttle bodies and increasing compression ratio.
Also it is possible to implement something similar using KA24E engine. But in this case you would have to do maximal port and polish, install enlarged valves, and after all, the power will be lower, comparing to the same tuned KA24DE.
Also stroker kits for KA24DE are available. They have crankshaft with 102mm piston stroke, 165mm connecting rods and 90mm pistons. This kit will let increasing displacement to 2.6L, but it will reduce max RPM. Such kits are rather expensive, it would be more efficient to make KA24DET.

KA24DET

This is the most proper way to increase the power of the engine, as stock internals are quite firm and keep the boost easily.
To build KA24DET, you should buy T3/T04E 50 trim 0.63 A/R turbocharger, turbo manifold, downpipe, intercooler, piping kit, Z32 MAF, wideband O2 sensor, wastegate, BOV, Walbro 255 lph fuel pump, fuel injectors 550 cc/min, Clevite main and rod bearings, MLS head gasket, 3” performance exhaust system, JWT ECU.
This will be enough to gain about 350WHP at 16 psi (1.1 bar).
Using SR20DET turbocharger, it is possible to obtain a quieter setup on 250+ WHP. It is enough to drive in the city. Using big turbocharger you can gain about 500 horsepower on stock pistons. However, it is advisable not running a risk and using forged pistons (CR= 8.5-9) to make your KA24 really powerful. Also it is better to do head porting, install cams 264/264, valve springs, big valves, etc. In the upshot, for your KA24DE to bear 500WHP ++ and stay reliable, you will have to spend a lot of money indeed. 

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