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

Motul Competition 75W140 is the gear oil that we will be using in the six speed RSX transmission. This transmission, the K-Tuned shifter cables, the K-Tuned billet shifter all combine to give one very smooth feeling transmission.

Of course, there is a wide assortment of Vibrant Performance parts that have been used throughout the assembly. AES Auto was busy fabricating other pieces to ensure that everything would smoothly mesh together. The K-Tuned 4-1 header has been mated to the existing VRS 3″ exhaust with Vibrant components.

A Vibrant V-band is used to connect the K-Tuned header to the Vibrant flex pipe to the repurposed VRS stainless steel 3″ exhaust that was on my SR20DET. To aid in sound reduction, a round muffler was added mid-section rather than a resonator. A Vibrant air filter is also installed on the massive air intake pipe. So Vibrant Performance has me covered from beginning to end!


For cooling the Koyo rad that was installed for the SR20DET is repurposed and back in action. AES Auto had to do a little bit of plumbing work as the Koyo’s Nissan inlet/outlets are on the opposite sides compared to a Honda K, but that was by far one of the easier fabrication tasks of this build. A Mocal sandwich plate will be used for connecting to a Koyo oil cooler. This is simply effective insurance for any track vehicle, and I absolutely want that protection. What is amazing is that there is now so much free space in what was a horrendously tight and crowded engine bay. The absolutely astounding part of all of this is the water temperatures. Those who followed the build and story of the NX GTi-R know how heat soak was a huge issue. Five laps of our local track would be all it took to take that rad temperatures up to the acceptable limit. During the first day on track with the NX K24, the temps barely budged. I actually looked to see if the gauge was not hooked up properly!

Just below the intake manifold, you can see the custom plumbing that routes the water from left to right. This allowed for use of the Koyo aluminum radiator that worked so diligently trying to keep the SR cool; it’s got an easy job now! After 15 or more minutes on the track, the temperature rose only 5 degrees Celcius over a cold start in the paddock. I used to carry a fan for the SR20DET to provide cooling between runs. This photo shows the Vibrant air filter – cool air that used to hit my oil cooler that was located here now feeds cool air to the intake. The shroud was made by AES Auto.

Inside the car, the seating position has been significantly improved by AES Auto lowering the mounting points. My big request was that a seat slider is maintained, and they did that with great success. AES Auto also improved my 6 point belt installation hardware so that the mounting points are vastly stronger than how I had originally installed it. As I mention this correction, I have to tell you that AES Auto found and corrected a few items that had happened during previous builds. They were very thorough in the entire process. They built it like they were building it for themselves. It is good to know that the car is simply going to be better than ever.

While there is a lot of love in some circles for the NX1600’s digital dash, I was looking for something different and better.  This involved turning to a local startup company that has been developing a dash – and I love it. MMM Engineering is based in British Columbia, Canada, and has developed a digital dash that can be hooked up to your ECU and provide a wealth of information via a touch screen. In my case, I’m repurposing the ECUMaster Classic that powered the SR20DET, which provides ECU-based information to the dash. The visuals are crisp and clear and there are several different views that you can choose from. Right now my personal preference is the standard home page, but the choices are there. The dash use is quite expansive – and allows for turbo and traction controls also. The home screen’s most useful feature is the flashing shift lights that progressively get ‘louder’ as one draws close to the red line. This engine spins up so quickly that this is invaluable. The home screen provides a speedometer, tachometer, water temperature, and oil temperature plus oil pressure information. There’s also a fuel gauge and an E sensor readout. There is so much more – but the one feature that I like is that there are five pics of my choice that appear on the start-up screen!



    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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