The RBB intake Should provide the best torque. Either of those k20 engines will likely be over a thousand dollars -even $1500 or beyond. If the head swap is able to Happen with the k23 block then it would be personal preference but since the engine already has a turbo on it I wouldn’t say it’s necessary to swap the head.Since I am thinking a new intake is needed. Should I grab a k20 long block for its head/cams and intake? I am reading on this forum either k20a2 or k20z4??
If you mean to turn the crankshaft it depends on the oil film on the liners, the lever arm and the compression ratio, temperature, ... . The K23A is a low CR engine with shorter valve opening durations, so not much difference to e.g. an K24A2. You should do a compression test or more easy a leakdown test to see if there is an issue or just a happy advantage observed.Question: how much resistance should I feel as I roll the motor over by hand? Turns over a lot easier than my SBF. This engine seems like it has been sitting for a while.
Fuel cut off, spark plugs not installed, start the engine for some rounds to increase oil pressure in the vanes of it. Otherwise use an external pressurized oil tank system, connect it to the engine interface (need to install one) and let it flow, plug off the external oil supply. First is cheap and good enough for most applications, second is expensive and something for fun in building things or business.Is there a way to prime the oil Pump, or just crank until I see pressure?
As the flywheel is a major balancer of the torsional oscillation, induced by internal and external forces, I would look for something on the heavier side, especially regarding my considerations about external oscillations. I am not into the J-series stuff. You may can help here with some data, please?Best I can tell from my research is I need a J30/j32 flywheel. DMF062 / DMF063 Dual Mass Flywheel, or LFW255 Single Mass.
Any concerns getting this turbo to spool to 18psi by 3000rpm? .83 AR? A local performance shop suggested that without cam control on the exhaust it won’t, says I need a k20 head🤷Would a good match. Also the S200SX-E 76S75 would be this at likely a 2 %-pts efficiency.
For higher engine speeds and bigger VE adding approaches with NA, yes, these are more restrictive against flow flux. But for your application it will be ok, you feed it just with a little more boost.I read these are pretty restrictive, but for a boosted application looking for low rpm grunt it should be ok?
Depends on boost level. Below 2.0 bar I would say so. The influence of air pressure oscillation vs pure mass impulse below that is definitely the bigger driver for VE. But the higher the boost level, the more less sonic bounded pressure wave timing plays a role as air mass becomes the player. This is no hard border, it is a long and smooth transition between those two forces, running the VE amount of your engine.Has a much longer runner than the RDX manifold so that should be an improvement?