What has been mentioned so far is rather straightforward and typical in any shop that fabricates race cars. What happened next is the challenge. Making everything fit the chassis – and that took some ingenuity. I’ve already mentioned that AES Auto fabricated motor mounts – standard work for them while doing an engine swap. Next was the drivetrain components between the Honda engine and the Nissan chassis. That was challenging but that may even have paled in comparison to connecting the intriguing Nissan wiring to this swap. While this is not a daily driver, it is still a fun weekend car. As a result lights, signals, defrost/heat, and a range of other items needed to be functional. On the street this car is awesome. It is a challenge not to chirp the wheels. And AES is still sorting out the idle with this high-strung car and its 80mm K-Tuned throttle body, 750cc injectors, DC 2.2 cams, and its 12.5:1 compression. My initial track day feedback is that the car is nice and stiff. The motor is not flexing. And the feel is just right. So now it is time to take a look at the process of this swap. Well, most of this swap – there are some aspects of it that you’ll have to work with AES Auto for more details.
There was no question that the axles would be a challenge, but before that could be addressed another issue presented itself. The engine had been in and out of the engine bay a few times to allow for the facilitation of the mount builds, but always without the exhaust in place. As the engine and header were put into place it was obvious that the subframe and the beautiful K-Tuned 4-1 race header were simply not willing to coexist. They were literally crashing into each other by a significant margin. This led to a discussion of options – extending the header, for example. But cutting a beautiful piece of workmanship was a challenge not to mention that the ground clearance would be nil. Revising the recently fabricated motor mounts – but again a drastic loss of ground clearance. And the eventual solution of cutting and sectioning the subframe – effectively boxing in the exhaust with upper/lower framing – was the selected option. Ironically enough, while the subframe simply provided no room, the actual body shell itself was built in such a way that it provided all of the room in the world. It was like it was built for the K-Tuned Race Header. And by the way, I’m still looking at the exhaust on the firewall side of the engine bay and thinking that this looks wrong. For those of you thinking that the Honda K24 in a Nissan B13 is wrong, then I’ll give you a point on this fact. Other than that, this engine is fantastic and I’m smiling non-stop. The sound that this naturally aspirated engine makes when it is revving to over 8000 RPM is simply fantastic. And the pull right through to the top of the RPM range is equally fantastic.