K-Tuned president and founder John Veloso (right) is a problem solver. He's taken what was once a complicated engine swap and made it practically idiot-proof. Today, the company offers fixes for every aspect of the K-series engine transplant, like swiveling water necks that make routing radiator hoses easier, adapters that allow the factory K-series shifter mechanism to bolt into place, and electronics that bypass modern Honda ECU's complicated anti-theft immobilizers.
Coming soon from K-Tuned, its large-plenum intake manifold and 90mm billet-aluminum throttle body. K-Tuned products are made in North America and are among the highest quality the Honda performance world is privy to. It's true that there are other intake manifold and throttle body options, but those that actually make power, don't stick, and don't have an exorbitant failure rate are few.
It isn't uncommon for aftermarket K-series intake manifolds to result in significant mid-range power losses on naturally aspirated applications. That's mostly because Honda did its homework when developing its latest four-cylinder powertrain. Historically, larger-plenum intake manifolds have only shown improvements on heavily modified or turbocharged applications.
In just a few years, Downstar's Frank Garcia has turned a small website of nuts and bolts into an empire of Honda hardware and accessories. The show boys love him for his polished bits, but his hardware packages can also simplify almost any Honda restoration or race car build-up.
The original B16A engine has been plucked from Downstar's right-hand-drive Civic hatchback and replaced with a more powerful K-series swap. The B-series still outnumbers its predecessor in volume, but the K-series is catching up.
For years, Honda's DOHC VTEC Prelude engine remained the company's largest four-cylinder powerplant. Its weight disadvantage and lacking aftermarket support when compared to B-series engines has long held it back, though.
An exceptional example of the 1997-2001 Prelude, of which, for the first time ever, every single model was equipped with Honda's twin-cam H-series VTEC engine. We don't know what's going on with the wagon either.
Another J-series V6 engine swap, this time into the 1994-1997 Accord chassis. According to Hasport, this, too, is a relatively straightforward engine swap. Select Accords of this era featured an entirely different V6 engine but can be difficult to find.