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

The subframe was channeled up and then reinforced. Sectioning it like this maintained if not improved the strength and allowed enough clearance for the K-Tuned K-Swap 4-1 header. The car is solid!


This subframe has not been this clean since the day it came off of the factory line. The Unit 2 Fabrication oil pan fits right in with the newly altered subframe and the K-Tuned 4-1 headers. After years of being in the winter salt belt – where if you didn’t protect your car from rust it wouldn’t last – the layers of the oil-based rust protection were seriously thick. Don’t believe me, ask James Houghton as that is his business. He’s protected my cars for me!

The axles are pure Honda axles. Sounds simple, doesn’t it. Believe me when I say that there is nothing simple about this build and the axles are by far some of the most complex work. The Nissan’s knuckle was modified to accept a Honda hub, which required modification itself to properly seat with the Nissan’s knuckle. I know that this is not the detail that you want as it is intentionally obsure, but AES Auto and myself agreed that this information is going to be hidden. The use of the Honda hub allowed for the use of Honda axles. The plural use of axles was intentional, as this stock Honda axle is far from stock. The inner axle piece is a typical RSX unit while the hub component is from an Integra and, on the passenger side the centre shaft is from another Honda. It was a jigsaw puzzle that was a true test of AES Auto’s creativity. This was further complicated as the right combination simply couldn’t be found until we removed the Nissan lower control arms and installed the custom Octotat control arm units (B13/SR20 enthusiasts will remember the excitement on the forums when it looked like these custom arms were going to be built – unfortunately just a handful were built) that hadn’t been on the car in six years. I don’t think that more than a dozen of these LCA’s were made and me getting a set was a long wait and a long story. These arms change the distance from the transmission to the hub and the correct combination of authentic Honda axle parts was then more easily sourced (easily isn’t really the correct adjective, as nothing about this swap was easy). The advantage of this is that it is all Honda parts that are easily accessed plus they’ll easily handle the horsepower that the NX K24 will be putting down. Eventually I’m having a second set built – just to be safe. First we want to put some mileage on the car to be sure that everything with the axles is just the way that we want. The disadvantage is that if you want the specific details, then you’ll need to talk to AES Auto about getting your car into one of their work bays. AES is not interested in building sets to mail off for you to struggle with – as the likely end result of a B13 swap is that the axles and the motor mounts will be a challenge. The process is not mine to publicize – you have to respect that. In fact, Paulo has looked at me a few times and said, “Frank, One of One!”, as in he’s not doing this again. This project was fraught with more challenges than either of us expected. 

Take part of an RSX axle and part of an Integra axle and presto, just like that you have an axle with will work with a K-swapped Nissan. In the lower part of the frame you can see that lower control arm that Chuck – Octotat – created. Although they have been slightly modified since then. That loose bolt has been removed – it fastened to the front sway bar which has also been removed.

Three years ago I installed an ECUmaster Classic to be the heart of the SR; that EMU system is now powering the K24. This ECU is very dependable and has all of the features, maybe more, than I require.

Taylor’s attention to detail and welding skills are superb. He has been all over this project. This project has also been all over him, as you cannot touch this car without getting covered in the oil-based rustproofing that is everywhere underneath it!



    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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