Awesome … or Sacrilegious! Meet the Nissan NX K24 Swap.

Supertech springs and lightweight valves will be essential for a build that will be spinning over 8000 RPM constantly.

 

The head has not been ported. It’s also a K24 head that, when I questioned AES Auto about K24/K20 builds I’d heard about, was told that it would flow just as well and make as much power as I needed and expected.

 

Here you can see the DC 2.2 cams in their home environment. These steel billet camshafts are constructed from aerospace-grade material and are CNC ground. Supertech valve springs and lightweight valves round out the head. AES Auto is meticulous about their engine builds.

 

All new OEM Honda factory parts went in to finish this engine build.

When the shipment from K-Tuned arrived, it was like Christmas all over again. A billet 80mm K-series throttle body with RBC adapters (for the RBC intake that would be used on the car), the K-swap 4-1 race header, the race-spec billet RSX Shifter Rev 2 along with race-spec shifter cables, billet shifter stops, and a K24 upper coolant housing/filler neck. All in all, a superb selection of parts. The throttle body is huge and AES Auto did some porting on the RBC intake to allow a proper mating. One thing that we chose not to do, and dyno runs proved that we should have, was to cut and port the RBC intake. That could be a winter project. The K-Tuned K-swap header is absolutely gorgeous – it is truly a shame to have this buried in the engine bay and under the car where no one can see it. Using Vibrant Performance parts, this header was mated to the existing VRS stainless 3″ exhaust that has been on the NX for years. And then there is the race-spec billet RSX shifter and shifter cables – I have said before that it looks like a work of art. There were a couple of times when I just sat in the car and ran through the shifter pattern (I won’t confirm whether or not I made motor sounds as I was doing this!) and was just in awe of the way that this works. Looking back, I am positive that the rod system coupled with engine torque contributed to the catastrophic misshift that I had back in 2018 that was the start of my SR20DET’s woes.

16 comments

  1. DAMN VERY NICE. IS THERE A SWAP KIT FOR SELL ON THIS K20 INTO B13 SHELL. IM SURE ALOT PEOPLE WILL BE INTERESTED SINCE THERE SO MANY PARTS OUT THERE FOR THESE K20 MOTORS.

    1. Upgraded, thank you so much. You’re very aware of the struggle that I’ve had the last few years. And know that a lot of thought went into this decision. Thanks so much for introducing me to AES Auto!

  2. This K24 engine is simply silly fast. WHP drop from 360 to 280 – but at the first track day I was out all day and as long as I wanted each session with temps barely rising. I haven’t had a day like that with the DET ever.

    1. It’s like Honda put the things it learned in the past into the K24 and made available in many platforms — Decent power, good reliability with potential for upgrades.

  3. I don’t think we got a final pic of the subframe, but it seemed like there had to be more crossbracing than the one bar with the motor mounted in it, right?

    Also, that’s a 4-2-1 header that’s installed.

    Hey, congrats on the build. It should be bulletproof.

  4. A little sad to see the SR go, but nothing better than having a track car that just works every time and nothing to think about! 280whp on a mustang is plenty of power. It would probably trap 115-120mph in the 1/4.

  5. And for reference, my old B14 SE-R with T25 and JWT S3 cams put down 250whp on a dynoject and trapped 110mph. The poor stock VSLD wore out which made the car about worthless on an auto-x. Not too bad on a road course with big enough turns to keep from lighting up the inside tire.

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