Originally Posted by Blueboost
still, you've got weak cylinder walls, with poor head flow compared to the QR. Your still looking at sleeving and building the block. Theres a much better comparison to be made between the KA and QR (as apposed to SR VS QR) engine though, as the QR is kind of the step child of the KA.
the KA's iron block allows it to have less material between cylinder walls, because iron > aluminum (not in weight though
). ive never seen a KA cylinder wall fail or crack, other than damages caused by fubar'ed pistons scratching it up, or dorks who use stock rods with forged pistons then shoot them through the walls on cylinder 1
the KA utilizes the same direct cam to shim/bucket activation as the CA head (and toyota/yamaha 3s-gte/4a-ge) motor does. springs and retainers (and cams that will breathe that high) will allow it to rev to 9k+. it just isnt done because you might as well get an SR or CA for those duties, KA people value their powerbands where they're at and dont stray too far (unless you're a built 300hp n/a SOHC KA24E running circuit events), and the KA bottom end isnt too keen on being stable past 7500rpm without a good balancing. the KA can flow quite well, most people think cams hold the motors back (and dual 248* cams or 256* cams work really well), but there's alot of gain to be had with utilizing short runner intake manifolds on KA motors...though its not for me, its mostly the guys going for peak HP numbers and trying to cram 30+psi of gt35r goodness into it.
overall i think the sqr23det gimmick is a neat idea, i just think its over engineered for its purposes...decent numbers at relatively low boost, but i'd rather turn to higher compression #'s and today's high tech engine management systems and good tuning on a built QR rather than all that work.
put it in a tube frame rwd setup, you wont!