Yes, we are perfectly aware that the founder of Honda Motor Company, Mr. Soichiro Honda is probably rolling over in his grave, pleading for us to stop the insanity. But before you ask the perennial question as to why we decided to sell our souls to the devil and burn in hell by slapping a Honda motor in a Nissan 240SX, let me explain the reasons for our insanity-believe it or not, we're not as crazy as you think.
Why would anyone in his right mind compare a SR20DET engine to an F22C powerplant? Consider the fact that SR20DET owners can cry, bitch and moan all they want, but the truth of the matter is that everyone who owns, or has owned, an SR-powered machine and driven it hard has broken numerous rocker arms. Need proof? Just ask Formula D competitor and soon-to-be ex-SR20DET powered Nissan owner Ben Schwartz. Those who have followed Bens drifting career have taken notice that he has had nothing but bad luck with SR20DET engines. From catastrophic engine failures to minor gremlins that end the day in a disappointing DNF status, Schwartz has been there and seen it all. And what about the F22C motor you ask? While the F22C isn't indestructible, consider the fact that the RS*R S2000 drift car had encountered only four minor problems throughout the entire '06 Formula D series championship run-the proof is definitely in the pudding, my friend. While the SR20 uses hydraulic lifters, the S2K powerplant posses more efficient roller rockers that won't break under high rpm while also possessing a redline advantage over the SR. Another key factor that was carefully considered before dropping in the Honda powerplant in Schwartz's personal S13 convertible is the ongoing issues of the SR20DET cylinder heads which endure warping from overheating (poor cooling properties) or blown head gaskets which rarely occur with the F22C. Oh did we fail to mention VTEC? We're just stating the facts people; so don't get it twisted. We love the SR20DET just much as the next person but if ever the opportunistic chance had arrived to build a S13 with a crazy hybrid swap, leave it to Gary Castillo of Design Craft in Lake Forest, Calif., to devise one of the sickest swaps to date.
With a projected horsepower target of 350 wheel hp, the all intensively built drift-spec F22C engine will be using a custom-made DC header, 750cc injectors, BC camshafts, BC retainers and springs, a Garrett GT28RS and will be tuned using an AEM EMS engine management system. Stay tuned for part two in our ongoing series as we tackle the issues of mating the slave cylinder onto the factory S13 pedal, engine and dash wiring splicing, radiator fitment, and finally... throwing this puppy on the dyno to see if all the hype was worth its weight in gold.
Retrofitting the F22C engine into the S13 engine bay required Design Craft to modify the factory Nissan subframe by notching the unit by an inch due to clearance issues. Another reason to why the subframe was modified was because the S2K factory power steering possesses what's known as a forward rack where as an S13 uses a rear rack setup. Between the rack and oil pan is about half an inch. Talk about a tight fit! The modified cross member also enabled Design Craft to push the F22C engine 2.5 to 3 inches farther. Without this modification, the Honda engine would sit too far towards the front, creating clearance problems with the radiator and intercooler setup.
A dummy engine was used to mock up the motor and transmission mounts. Using 1/8-inch steel plates, Design Craft fabricated custom mounts on the S2K engine that would bolt directly into the factory KA24 transmission mounting point locations. How close were the two before modification you ask? Castillo states between the original S2K transmission mount location and the factory 240 chassis mounting point was off by a mere inch. Stronger and more agile urethane bushings were supplied by Peak Performance and pressed into both engine and tranny mounts. Both mounts took two days to complete.