Weight savings are crucial in any race build, but when it comes to squeezing every bit of performance out of a B-series engine, it becomes a necessity. Tony set out to reduce weight by swapping an EG subframe into his EK chassis, aiming to lighten the nose of the car. What should have been a straightforward modification quickly turned into a frustrating mess, proving that nothing in the Honda world is ever truly a “direct fit.”
The swap began with high hopes—dropping the bulkier EK subframe in favor of the sleeker EG version. On paper, the weight savings seemed promising: around 5 kg from the subframe alone and another 2.5 kg from swapping the EK power steering rack for a manual EG rack. A total of 7–8 kg off the front end should, in theory, improve handling. But as Tony quickly discovered, this conversion is anything but simple.
The Problems Begin
Right away, the steering rack became a headache. The knuckle connecting the steering column was different between the two chassis, meaning a standard swap wasn’t possible. Finding a manual EG rack was another challenge, as these parts are increasingly rare. Eventually, after much effort, Tony sourced one, but it needed a full refresh—new bushes, new internals, the works.
Then came the compliance arms. The EG subframe required different compliance arm bushings, meaning either new EG parts or modifications to make the EK arms work. More cutting, more fabrication, more unexpected problems.
The biggest issue? The rear engine mount. The EG subframe sits slightly further back than the EK version, meaning the rear mount no longer lined up. What should have been a bolt-in job turned into a custom fabrication process to bridge the gap. “It’s like a two-finger gap,” Tony pointed out in frustration. Another obstacle in an already challenging build.
Electrical & Mechanical Challenges
Beyond the subframe swap, Tony also installed a new ECU and rebuilt the gearbox with carbon synchros for improved shifting. But with race season only a week away, time is running out. The ECU still needs to be finalized, wiring issues remain, and critical parts are still out for machining.
Despite the setbacks, Tony remains committed to getting the car race-ready. The weight savings may only be around 7 kg, but in a lightweight race car, every bit counts—especially when the B-series is only pushing around 130 kW at the wheels.
Conclusion: Not a Direct Fit
If you’re considering this swap, be warned—it’s far from a plug-and-play upgrade. Online sources claiming a “direct fit” are misleading. Steering rack modifications, compliance arm adjustments, custom bushings, and an engine mount workaround are all necessary to make it work.
With just days left before the first race of the season, Tony’s EK is still on trestles, but the determination remains. Whether the effort pays off on the track is yet to be seen. One thing is certain: this is a swap for the patient and the persistent.
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