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has anyone here done this before? i'm just wondering what would be the pros and cons of this vs swapping a klze like everybody and their brother is doing. the costs and tuning issues between swapping a ze vs turboing the stock k8? i kind of like the idea of smaller displacement and turbo, and also being able to turn up the boost to get more power....within reasonable limits to avoid blowing the engine of course.

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You could boost a K8. KL hot pipes should fit fine. Youll get more power out of boosting a DE though.

Its all about bang for buck, and since you've decided to pay more to get less, making you different... I don't know how you rationalize that.

carizle wrote:i'm just wondering what would be the pros and cons of this vs swapping a klze like everybody and their brother is doing.

Maybe there's a reason why everybody and their brothers are doing it this way. Cost, end result, dependability.

i just found se7en's build up so i guess my inquiry is kind of redundant...i dont know i guess i'm just trying to shy away from swapping a whole engine just yet, but thanks for your input.

You need to search and read some more on the site

You also need to stop bumping old threads to get your post count up

Daninski wrote:

carizle wrote:i'm just wondering what would be the pros and cons of this vs swapping a klze like everybody and their brother is doing.

Maybe there's a reason why everybody and their brothers are doing it this way. Cost, end result, dependability.

Exactly. It's more expensive, will be less reliable for maybe the same amount of power. Could be more, but that's only if you do it right in the first place. And cheaping out on a turbo setup is more critical than cheaping out on a motor swap.

You list your K8 having 280'000kms on it and barely running; that's definitely not a good turbo candidate.

actually i meant 280K miles....rofl. yeah i know. but really aside from a leaking waterpump and sludge in my coolant, it runs well. ran 185 across all six on the compression test. just need to find out whats getting in my coolant...

carizle wrote:has anyone here done this before? i'm just wondering what would be the pros and cons of this vs swapping a klze like everybody and their brother is doing. the costs and tuning issues between swapping a ze vs turboing the stock k8? i kind of like the idea of smaller displacement and turbo, and also being able to turn up the boost to get more power....within reasonable limits to avoid blowing the engine of course.

WHAT WHAT WHAT !!!

I am confused, what forum have you been reading this information from?

you go ahead and turbo your K8 then we will compair how much you spent for fabrication, parts, and tuning and we will compair that to a direct swap and a plug and play ECU...

carizle wrote:actually i meant 280K miles....rofl. yeah i know. but really aside from a leaking waterpump and sludge in my coolant, it runs well. ran 185 across all six on the compression test. just need to find out whats getting in my coolant...

Here's a quote from hppwdn about someone he knew running k8 turbo:

As for boosting the K8, it's not much fun. A guy here had one and even on 12-14psi he still ran in the 14s at the drag strip. It was really reliable though, he daily drove it for 2 years on that much boost with just an FMU until someone rear ended him and totaled out the car.

So, probably faster than a DE or even many ZEs, but turboing is IMO harder to do right than just dropping a DE/ZE in, and of most likely more expensive. I like the idea of a 1.8T, but really when there's a 2.5 so easily available why not start with more?

Alright I appreciate the input from everyone even those of you who slammed me I guess I deserved it. Next I want to ask should I cut my coils? AHAHAHAHA I'm sorry jk

^^^^ Sure^^^^


marcdh

If you want to go with an I4 banger it is easier to go to a FE3 in the GS, it bolts to the trans... bigger displacement then the K8

Josh wrote:
If you want to go with an I4 banger it is easier to go to a FE3 in the GS, it bolts to the trans... bigger displacement then the K8

Hmmmm that might be an idea tell me about this FE3 was it jdm and europe only? Its related to the old F2T in 1st gen pgt's and mx6's right?

Josh wrote:it is easier to go to a FE3 in the GS, it bolts to the trans...

The Fe3T bolts bolts to the V6 trans?

Josh wrote: marcdh
If you want to go with an I4 banger it is easier to go to a FE3 in the GS, it bolts to the trans... bigger displacement then the K8

Thanks Josh, I've a KLDE in now so I'll be sticking with that. The power rafi made with FE3 was certainly impressive though. I think if I went 4 cylinder it would be the BP with the intention of using a toyota e153 trans.

the FEDOHC is based off of a Diesel engine so the bottom end is extremely strong. There are individuals boosting of upwards to 800 plus HP. they were ONLY available in America under the Kia Sportage with a variant of the motor.