The bottom end of engine A will continue to work with the top end of engine B, and will make use of using pistons from engine C as well as the intake manifold of engine D. The transmission from engine E can be used to work in conjunction with the A/B/C/D engine combo. And what about the brains behind all this? Well, there are multiple options in that category as well, both OEM and aftermarket. Sure, it sounds a little confusing in those terms, but when you put things into perspective, the many various engine families and parts that have trickled down from Honda engineers over the last 2 decades are like a Godsend to the people who enjoy to build. Furthermore, with the options available, the avenue you decide on is by no means limited. As a result, just about every conceivable swap and Frankenstein creation has been tried and comfortably (sometimes not comfortably) made its way between the fenders of a variety of popular Hondas.
Over the last several years, Son Nguyen has seen his share of engine transplants and wow moments from within the Honda community’s do-it-yourself crowd. With so much knowledge being accumulated and openly shared, he was dead set on building something that would incorporate a multifaceted powerplant, one that would make use of the strong points offered by a variety of Honda mills. The foundation for Son’s build is a ’90 CRX Si that he’d successfully tracked down after combing the net for the best value. His good friend, China Rath, knew Son wanted to build something Honda-related and helped encourage him to complement the early ’90s two-seater. He adds, The household around me inspired me to build this car. It basically started as simply a shell that I’d found on Craigslist for $1,500. When funds started building, I began ordering every little part that I needed. The total cost was around $ten thousand. If you’re asking yourself where he came up with that money, Son reminds us that you can still acquire funds for your hobby the old-fashioned way, by the end of year. I worked for it. And believe me, working 60-plus hours per week is noof the money went toward freshening up the car’s exterior. The first front end was removed and replaced with the more aggressive JDM front cap along with a Password: JDM carbon-fiber lip. A sleeker look was achieved by adding an OEM SiR rear wing and optional window visors, as well as Civic sedan rear door handles that remove the factory keyholes. Lightweight BBR Competition wheels and Falken Azenis rubber add an functional and aggressive feel and look towards the Si, and only behind the previous-school rollers are ’93 Integra front and rear calipers and spindles. While taking care of the braking upgrades, Rath stepped straight into help reroute the brake lines within the hood for a cleaner look.
Although the exterior of Son’s car is classic and clean and certainly draws its share of the spotlight, it’s what resides from the engine bay that garners the most attention. For starters, a 2.3L F-series block complete with K20 Type S pistons along with a polished crank was mated to an H22 head stuffed with Skunk2 Pro 2 cams and Crower valvesprings and retainers. Replacing the original H-series intake manifold is a K20 RBC unit with QSD adapter plate and Blox 70mm throttle body. Looking for better gearing from a factory transmission, a B16 gearbox armed with OEM LSD is used thanks to QSD’s H2B kit. Spearheading the Frankenstein powerplant is a reprogrammed P28 ECU. Take a moment to check back over the past paragraph and you’ll find major parts from a minimum of five separate Honda engine families doing work in conjunction to generateit may be a test of patience. The greatest problem with this car was doing the specific swap. The H2B/G swaps never quite fit right in an ’88-’91 body. Then again, the payoff has seen to completely overshadow any headaches involved with the swap process. The best part in regards to the build is just driving it! It will spin the entire day if you really get into it! Traction problems here, my good friend, lol!
When asked about any future plans for your car, besides enjoying the battle with traction, Son explains, I might get some Speed Choppys, new seats, maybe a steering wheel and ’00 Si cluster. By using a purchase cost of a mere $1,500, Son could put the majority of his project’s funds toward making the auto look, feel and stop and go better than the factory had ever intended some 20-plus years ago. Cheaper than half the price tag on current popular imports, Son’s CRX Si can hold its very own while maintaining the classic Honda hot-hatch appeal that helped spark a generation of import fanatics. Now that’s bargain building done right.