NA is Best
Leonard's biggest challenge with this build was a lack of information about the K swap in general. He researched web sites like www.K20a.org to overcome any problems. "I learned so much about K Series engines, as they are the future of Honda."
"A local shop, R Crew Racing, told me to go with the K-series, and with their support I ventured out a quest," Leonard said. "After I located a low mileage TSX engine (with the larger 2.4-liter block), I contacted Intrinsic Performance, one of the leading K-series builders, to build my engine from the ground up. They sent it out for ERL sleeves bored into 89 mm. Then, they installed JE IPS Custom pistons, IPS rods, and topped off the RSX Type-S head with IPS K2 cams."
For induction, Leonard selected the sweet-like-candy Hayward Performance ITB intake system. ITBs are notoriously difficult to tune properly. With this in mind, Leonard brought his car from Northern to Southern Cali to have Church Automotive work its dyno magic on his all-motor animal.
"Having to build engine and getting it to run properly can cause headaches, as several different parts from multiple places can affect the way the engine performs," said Leonard. But these headaches didn't stop Church from tuning up Leonard's K to send 289 hps to his highly-polished Sprint Harts - more power than most bolt-on turbo kits make. Alright, we understand that Leonard spent some steakhouse coin on a drive-thru engine, but for some there's nothing they won't do to get the unequaled throttle response of a knife-edged NA kit.
Besides, it's inherently easier to build boost, while achieving naturally- aspirated nirvana is a noble challenge.
Boost Is Better
This EK is actually Jason's first K swap, as he prefers to try things out on his own cars before making them available to his customers. "I wanted to do it myself to learn all the ins and outs before I could feel right charging a walk-in customer to do it," says Jason. "There doesn't seem to be a lot of 'difficulty' other then the cost of the parts versus say, a B series. Of course it depends on all the different options that come with the K series changeover. But I can still say it's not something that can be done in a garage, like the B series swap."
Aside from the actual swap, the tastiest morsel under the hood is the Garrett GT35R turbo hanging proudly from the Peak Boost exhaust manifold. Because of this high boost duo - controlled by a Hondata K-Pro and Whitfield Racing boost controller - Jason opted for a two liter K20A2 from an RSX. With the proper turbo set-up, Jason did not feel the need to bump up to the K24. The larger displacement K24 also creates more ground clearance problems - something he wanted to avoid as the car will be frequently street-driven. While it hasn't yet been tuned, Jason estimates his current set-up with the blueprinted stock internals should be good for a steady, conservative 400whp. With similarly-outfitted K20 motors with built internals, the Whitfield Racing crew has churned out 700-plus whp. Take that, sucka NAs!
Hotties With Naughty Bodies
At first glance from the outside, these EKs look like brothers from another mother. Slightly shaved, brightly-colored, and dumped on a clean set of 16s. But look closer and, much like their sources of motivation, these two EKs are as different as the green and red sauce at King Taco (SoCal gourmands will know what we mean).
Leonard's '99 hatch is straight JDM with the exclusive Rando Sports front and rear bumpers and side skirts, as well as Max Racing 20 mm wide front fenders. H&H Auto Body sprayed on House of Kolor's Kandy Pink paint, while the works and heads, tails, wing, hatch, and tinted windows are all JDM CTR bits. The prized 16-inch Sprint Hart Dunlop CP-R wheels were damaged when Leonard first found them. So when they were repaired, he had them polished to a mirror finish, making them even more or less rare, depending on your point of view. Advanced Neova rubbers wrap the blinged-out wheels, which one can just make out a hint of the trademark blue on the Endless big brakes.
Jason chose a more progressive approach for the exterior of his '98 EK9. Blending both JDM and good-old fashioned Yankee DM, it fuses divergent styles (unlike when Jonny tried to rock his Popeye Doyle porkpie with a BAPE hoodie). The face was slightly altered with a JDM CTR lip kit, rear wing, and those oh-so-cool, imported head and taillights. According to Jason, "Gampro straightened the original Honda body." Plus, they added a coat of on Sikkens Hot Lava Orange paint. The Konig Britelites look perfect due to the clean design and custom finish. Finally, Jason's footwear is enhanced by the appearance of Mr. Falken and Mrs. Wilwood.
Interiors Designed
Back in the day, a hardcore Honda JDMer only needed a Civic Type R road flare and JDM Shoshinoya Wakaba badge for style. But not anymore. Now you have to come correct with full interior transformations, which Leonard and Jason have done.
Both cars have been treated to proper Recaro chairs, with Leonard opting for the Kevlar Profis with Takata harnesses and Jason going for the JDM CTR models (he has a set of Mugen seats and Takatas on order though). Leonard and Jason must have a deal with the parts department at one of the Honda Verno dealerships, because each car is fitted with a complete CTR interior conversion, save for the RHD. JDM gauge cluster? Check. Door panel inserts? Check. Shift boot and center console? Check and double check. Each of these hatches also flosses a Mugen wheel with a Race II in Leonard's car while Jason has the much sought after and discontinued FG360.
Jason rests his DVS-clad dogs on real CTR carpeting. But Leonard didn't get this upholstery. In fact, his EK doesn't have any upholstery or sound-deafening material. Leonard found a real deal Mugen 6-point cage (which he likes because of the tight fit) and a really exotic Next Miracle X brace bar chassis, which fills the void left from the missing rear seats.