19 Best Transmission For K24 Swap (2023 Updated)

The Honda K-series engine was introduced in 2001, replacing the B-Series as the engine of choice for Honda enthusiasts. And that’s where engine swappers come in. In Honda K-Series Engine Swaps, author Aaron Bonk guides you through all the details, facts, and figures you need to complete a successful K-series swap into your favorite chassis.

He covers all K-series engine variants, as well as interchangeability, compatibility, accessories, wiring, controls operation, drivetrain considerations, and more. While you can still modify your existing B-series, dollar for dollar, you can’t make more power than you can with a Honda K-series engine.

If you have an older chassis and are looking for a serious injection of power and technology, swapping a K-series engine is a great option. Honda K-Series Engine Swaps tells you everything you need to know.

4L60 4L60E 4L65E 4L70E 700R4 Sonnax SmartShell Sun Gear Shell. This is a heavy duty upgrade for these transmission applications. This item includes—–> Heavy Duty Reaction Shell, Four-Tab Enclosed Thrust Bearing, Custom Roller Clutch Race.

HR conversion harness for custom application (for 02-04 engine wiring harnesses only); Requires advanced wiring skills.

Automatic Transmission Part JW Performance Transmissions 92451 UltraBell for TH400 h15600 l16800 w21600 w1600 J.W. Living in HI, VI?

The Muncie 4-speeds (M20, M21, and M22) are some of the most popular manual transmissions ever made and continue to be incredibly popular. The Muncie was the top high-performance manual transmission General Motors offered in its muscle cars of the 1960s and early 1970s.

It was installed in the Camaro, Chevelle, Buick GS, Pontiac GTO, Olds Cutlass, and many other classic cars. Many owners want to retain the original transmission in their classic cars to maintain their value.

Transmission expert and veteran author Paul Cangialosi has created an indispensible reference to Muncie 4-speeds that guides you through each crucial stage of the rebuild process. Comprehensive ID information is provided, so you can positively identify the cases, shafts, and related parts.

It discusses available models, parts options, and gearbox cases. Most important, it shows how to completely disassemble the gearbox, identify wear and damage, select the best parts, and complete the rebuild.

It also explains how to choose the ideal gear ratio for a particular application. Various high-performance and racing setups are also shown, including essential modifications, gun drilling the shafts, cutting down the gears to remove weight, and achieving race-specific clearances.

Muncie 4-speeds need rebuilding after many miles of service and extreme use. In addition, when a muscle car owner builds a high-performance engine that far exceeds stock horsepower, a stronger high-performance transmission must be built to accommodate this torque and horsepower increase.

No other book goes into this much detail on the identification of the Muncie 4-speed, available parts, selection of gear ratios, and the rebuild process.

When Hybrid Racing did their first K-swap over 5 years ago there were no off the shelf products to make the swap clean and easy. One of the first products they developed was an easy to install hydraulic line kit.

These lines are pressure tested and pre-assembled utilizing a -3 teflon hose encased in a braided stainless steel line. *Why do I need the clutch line? * When performing a K series swap you need to connect your clutch slave cylinder and master cylinder together.

The stock clutch line on most k-swapped cars will not mate up to the slave cylinder on the k-series’ transmission. The Hybrid Racing K-series Clutch Line Conversion allows the motion from the clutch pedal to be transferred to the clutch fork.

*Can I use my OEM line? * The OEM lines are not designed to work with your engine swap. This line is the only full length K series clutch line available on the market. 1992 – 2000 HONDA CIVIC ; 1994 – 2001 ACURA INTEGRA ;.

Smooth operation Internal Spring 10-50% Adjustable throw and gate spacing. Adjustable knob height Adjustable knob position (360*) Four link wishbone Stainless steel bearings Rigid powder-coated steel frame Includes 170mm stainless steel shift rod The performance of a shifter is everything.

It can mean the difference between winning a race and missing a shift, and a high-quality shifter can make your car shift like a new, high-performance machine. The new V3 RSX Short Shifter not only sits on a stronger and lighter steel frame but the internal spring also keeps the motion totally fluid through all gears.

The four-link design offers adjustable short and crisp shifts while keeping parts to the minimum. When it comes to adjustability, our RSX shifter truly shines. Adjustments are a breeze and can give you many different options in terms of shift feel.

With just the turn of a single 5mm allen wrench, you can adjust your shift knob to be 2″ taller or 1″ lower than stock. With the same allen wrench, you can adjust the knob position, bringing it closer to or further from the steering wheel, meaning you can shift quickly and keep your hands on the wheel.

Want your shifts a little shorter? This shifter can reduce throw anywhere from 10% to 50% (below stock throw). Gate spacing (left-right shifter motion) is also adjustable. This means that if you like short throws and wide gates, long throws, and narrow gates, or any other combination, you can custom tailor it to your preference.

One glance at our RSX shifter reveals a design that cuts no corners. The base plate is made from formed and welded A6 steel that is lighter and stronger than the outgoing model. The links feature full 6061-T6 aluminum construction with stainless steel ball bearings that are designed to provide quiet operation with no need for lubrication.

The shift levers are made from stainless steel to avoid unsightly corrosion. The internal spring can also be swapped our for something stiffer/lighter so you can set the level of resistance you prefer.

With its superior construction, adjustability, and unmatched testing and performance, our shifter has, once again, set the standard.

These 6-speed manuals leverage the pervasive TR-6060/Magnum architecture to provide fourth-generation enthusiasts significant performance enhancement and welcome relief from the shrinking pool of quality T-56 replacement parts.

They include a “Goldilocks” shifter location less forward than original Magnum’s, but not as far back as the XL. Magnum-F models are available in close or wide ratio gear patterns and potently built to surpass the most heavily fortified T-56.

Enjoy the same durable componentry and brute strength as today’s hardest-hitting OEM muscle and sports cars with American Powertrain Tremec Magnum-F manual transmissions. Some of the many features and specs:

Increased face width on all gears. Robust combination of double- and triple-cone synchronizers. Enhanced webbing in the main case. Provisions for a cooler circuit. XL-inspired isolator-type shifter to reduce cabin noise and vibration (also provides typical Magnum precise and communicative shift feel).

One-piece counter shaft.

Fits: H-Series Swapped cars / H-Series Universal – Allows use of RSX shifter and cables on H-Series transmission. – Improved performance over OEM H-Series cables and shifter. – Carbon steel construction with durable powder coat finish.

– Stainless Steel hardware included The bracket replaces your OEM H-Series cast aluminum bracket. It allows the use of any shifter and linkage designed around the RSX platform. When used in conjunction with the HR shifter and cables, you’ll see improved shifts and tons of adjustability.

As an added bonus, you’ll no longer need to cut your chassis to run the H-Series box and cables. Our shifter works with most older Honda and Acura chassis that use a solid shift linkage. Not all chassis are compatible, so check fitment before purchasing the box.

In almost every customer’s experience, switching from the OEM equipment to any combination of our bushings, cables, and shifter has led to improved shift feel, reduced grinding and mis-shifts, as well as more responsiveness in the transmission.

The cables and shifter together typically result in the ability to shift at higher RPM’s without the grinding and stiff engagement that would normally make this impossible. This is all attributed to the reduction in compliance (elasticity) of both the cables and shifter.

This is the result of thicker cores in our cables, as well as the use of metal in our cables and shifters where the original parts from Honda/Acura used plastic. Note that this bracket require the use of a shift linkage and shifter that are compatible with an RSX.

Any combination of OEM RSX shifters/shift linkages or Hybrid Racing Performance RSX (including k-swap) shifters/shift linkages will work.

HYB-SAS-01-11 Stainless Steel and Aluminum Construction Adjustable throw from 75%-40% Adjustable knob height and position Works with stock & HR shifter cables Works with OEM center console No major modification or cutting necessary Rubber seal and all stainless hardware included Works with the K20Z3 transmission.

What do you do about the OEM RSX plastic shifter? The Hybrid Racing Bolt-In K-Swap shifter allows you to retain the stock center console in your EF, EG, EK, & DC chassis and only requires two small holes to be drilled.

It works with both stock DC5 shifter cables and the Hybrid Racing race cables. Our shifter has been race tested in cars all over the world. From California to England to Japan, racers all around the world choose our shifter not only for its reliability but for its ease of install and adjustability.

The front/back throw can be adjusted to 3 different settings (100% stock throw, 75% stock throw, and 50% stock throw). The left/right throw can also be adjusted to 3 different settings (again, 100% stock throw, 75% stock throw, and 50% stock throw).

The shift knob can be adjusted to up to 3 inches vertically, and the aluminum offset block can be rotated 360*. What chassis is this shifter compatible with? The Hybrid Racing K Swap Bolt-In Short Shifter is compatible with the following chassis: 1988-1991 Honda CRX1988-2000 Honda Civic 1992-1997 Honda Del Sol 1989-2001 Acura Integra If your car was equipped with an automatic shifter you will need to cut off the factory auto shifter cable bracket that is welded inside of the shift tunnel.

Once you do that the installation is the same as a manual trans chassis. Which K-Series transmissions are compatible with this shifter? This shifter is compatible with transmissions from the following vehicles.

– 01-06 JDM Integra Type R (Y2M3)- 01-05 JDM Civic Type R (NPR3)- 02-04 RSX Type-S (X2M5)- 02-06 UKDM/EDM Civic Type R (NPQ3)- 02-06 Base RSX (W2M5)- 05-06 RSX Type S (NSN4) View Install Guide.

Smooth, precise and direct shifts! Adjustable Left/Right and Front/Back throw from Anodized Billet Aluminum & Steel construction. Sealed ball bearings that reduce friction Race tested for durability & reliability 10-50% Adjustable throw and gate spacing.

Description Vehicle Fitment What’s Included — Install Guide Reviews The shifter’s frame is constructed from TIG welded, powder coated, 1000 Series steel. The upper, lower and side rocker assemblies are made from a single piece of 6061 aluminum, and feature custom sealed ball bearings to reduce friction and require less physical effort to row through gears.

Shift throw adjustment is achieved using two threaded cable attachment pins allowing you to dial in the exact throw that suits your shifting style. Each attachment pin features a wear-resistant Delrin pivot cap for sturdy, quiet operation.

The shifter also uses a zinc-plated extension springs replacing the OEM style torsion centering spring for better-centering action and a more direct feel. The front/back throw and left/right throw can be adjusted independently.

At the highest setting, you can expect a 20% reduction in throw and at the lowest setting up to a 50% reduction in throw. With its superior construction, adjustability, and unmatched testing and performance, this short shifter is second to none.

2002-2005 Honda Civic Si K-Swap Chassis using the transmission from above vehicle. Tab 3 content View Install Guide HERE.

Shielded, heavy-gauge wire Three engine/transmission to chassis grounds. Heavy duty battery ground strap included. Description Vehicle Fitment Often when doing a K-Swap, the original grounds don’t reach or require cutting and splicing to get everything connected.

Hybrid Racing’s K Swap Ground Kit is a cost-effective way to be sure that you will not run into any problems that may be caused by improperly grounded components and make a quick and easy solution to getting your K-Swap grounded.

Good ground connections are arguably the most important part of any electrical system. Without them, there’s no way for current to flow through an electrical system. Being confident that your electrical system is properly grounded is critical when it’s time to troubleshoot problems with any fuel injected car.

Obviously, this is even more important in the case of an engine swapped vehicle, where any number of electrical issues could arise. Fits: 92-00 Honda Civic with K-Swap 94-01 Acura Integra with K-Swap They can be used on other K Swapped vehicles, but you may have to find different places on the chassis to connect the cables.

Tab 3 content View Install Guide HERE.

The HR cables feature stainless steel push rods, swivel support tubes, and inner cables. The rod ends and mounting bushings are all 6061 aluminum that have received a T6 heat treatment and a black, hard anodized coating.

Also, a new rubber grommet is included for replacing the OEM grommet. The HR cables are designed to be upgraded replacements for the OEM cables. The solid rod ends and bushings give the Hybrid Racing cables a firmer, tighter feel over OEM cables.

In addition, the plastic swivel support tubes that are known to break on the OEM cables have been replaced with stainless steel swivel support tubes, which are significantly harder to break and these cables are 30% thicker.

Are these cables a direct replacement for my OEM 8th gen style cables? The Hybrid Racing shifter cables are slightly thicker than OEM cables. It should be noted that the OEM cable that is controlled by the right/left motion of the shifter has a plastic twist-lock bushing on the shifter end.

Hybrid Racing cables instead use a spring clip and aluminum bushing. This aluminum bushing simplifies installation a bit, but more importantly, it gets rid of yet another plastic part that tends to flex on the OEM cables, leading to a sloppy feeling shift.

The extra spring clip that you will need to install the Hybrid Racing cables is included with the cables, so you will not need to buy any other parts. An easy to follow installation tips sheet is included with each set of cables to make instillation as worry free as possible.

What is included with these shifter cables? Aside from 2 shifter cables, each shifter cable set includes 2 cotter pins, clips for the shifter end, and transmission selector lever springs. Each set also comes with a new rubber grommet for the hole in your fire wall.

The install guide is below to give you a step by step guide to make the install as easy as possible for you. 2006 – 2011 HONDA CIVIC MUGEN SI;SI ;.

More than 80% stiffer spring rate than stock. Stronger springs offer direct gear engagement Black Zinc Chromate plated for durability Suitable for all cars (street and race) Combine with gear selector springs for amazing shifts Description Vehicle Fitment What’s Inside Install Guide Reviews Our heavy-duty transmission detent springs offer an increase in the preload and 80% stiffer spring rate over the factory parts which aids the transmission gear selector fork.

Upgrading these springs will make your gear engagements a bit sharper since they replace the soft OEM ones. Our Heavy-Duty Gear Selector Springs offer an upgrade in the side-side movement of the shifter, these detent springs offer a forward-back upgrade.

An immediate change in feel will be noticed once installed. Replace the worn-out detent springs and add new life to your gear changes. Depending on the application, these springs are more than 80% stiffer than the stock Honda hardware.

Please use the installation instructions as a general guide for the Honda K-Series transmission. All other Honda transmission installations should refer to the factory Honda manual. Some Honda transmission applications will only use 2 of the 3 springs.

For instance, the Honda B-Series transmission has only two external detent springs, and the other is internal. You will have to remove and separate the transmission case to change the third spring. The internal spring actuates the 5th/reverse gate.

Be sure to torque the Honda K-Series transmission detent bolts to 16 lbf-ft (22 N-m / 2. 2 kgf-m). You will use all three springs. Fits: Most Honda Manual Transmissions Only Honda B-Series FWD, F-Series FWD (F20/F22A) & H-Series will use only two of the three included springs.

Honda B-Series AWD, Honda K-Series FWD & AWD, Honda D-Series 96-00 ONLY will use all three springs. THESE ARE NOT SUITABLE FOR: 2016+ Honda Civic K-Series or L-Series (10th Gen Civics) Honda J-Series Transmissions (V6) Honda Fit / CR-Z (L-Series) Honda Civic 06-15 R-Series Three heavy-duty transmission detent springs View Install Guide HERE Tab 5 content Tab 6 content.

FTI Performance TH400-4: Automatic Transmission, Level 4, TH400, Reverse Shift, Trans-Brake, Chevy, Each – FTI Performance TH400 Level 4 transmissions feature a full manual valve body equipped with a transbrake for the ultimate drag racer.

They make an excellent choice for weekend bracket racers, high-powered street cars, and mud trucks. The transmissions have: a 34-element intermediate sprag, performance clutches and steels, high-flow pump, race-prepped stock case, deep aluminum pan, billet forward clutch hub, heavy-duty intermediate retainer, and a 4-clutch intermediate pack.

Some models are compatible with Ultra Bell bellhousings.

For years, installing a shifter into a K-swapped vehicle meant cutting a large section out of the chassis’ center tunnel to mount an OEM RSX shifter to a metal plate. This meant that the engine swap was more or less irreversible.

That’s why Hybrid Racing developed a bolt-in shifter specifically meant for K-swapped Honda and Acura chassis. This is the ONLY bolt-in solution for k-swaps using the Z3 transmission from the 8th generation Civic Si’s.

Previously, the only way to have a bolt-in solution was to swap out the z3 transmission’s shift mechanism with an RSX unit, then use RSX cables and our original K-swap shifter. Well those days are long gone! Now, you can use an unmodified Z3 transmission and OEM Z3 shifter cables (or our 8th Gen Civic Performance Shifter Cables) in your swap by just bolting in this shifter.

This design features an array of improvements over our original K-swap shifters. Among these improvements is a main pivot point that’s designed to dramatically reduce friction and to automatically compensate for wear as the shifter ages.

In addition, every pivot point is isolated using Delrin or Teflon to ensure consistently smooth and quiet operation. A new design philosophy was incorporated into many of the joints to simplify the design while reducing unwanted play between parts.

Like our original k-swap shifter, shift knob height and location is independently adjustable. However, the exact position of the shift knob is easier to adjust thanks to a completely new clamp design.

The Hybrid Racing bolt-in Short Shifter mounts to your chassis using (4) M8 bolts. Two bolts utilize the stock bolt holes behind the stock shifter location, and four holes must be drilled in the center tunnel for the other two bolts (no drilling is required if you are replacing a Karcepts shifter adapter plate).

The drilled holes are located under the center console cover so that they are hidden once the shifter is installed. A rubber seal is provided with each shifter to help seal the cabin from noise, heat and debris under the car.

Unlike the stock 8th Gen Civic shifter and most short shifters on the market, the Hybrid Racing shifter features a stainless steel (not plastic) pivot ball with wear-compensating, friction-limiting Delrin pivots to keep the shifter feeling tighter longer.

All spherical joints are woven PTFE lined chrome-plated steel, opposed to the plastic joints in the Civic shifter that wear out given enough hard shifts. What all of this translates into is a smoother, more solid feeling shift and an overall more durable product.

1988 – 1991 HONDA CIVIC ; 1988 – 1991 HONDA CRX ; 1990 – 1993 ACURA INTEGRA ; 1992 – 1995 HONDA CIVIC ; 1993 – 1997 HONDA CIVIC DEL SOL ; 1994 – 2001 ACURA INTEGRA ; 1996 – 2000 HONDA CIVIC ;.

Helps to eliminate grinds during hard shifts Genuine Honda parts – not reproductions Stainless steel braided clutch line Improves the feel of gear changes OEM Slave Cylinder (NON-DAMPENED) Description What’s Included Vehicle Fitment Install Guide COMPLETE CLUTCH RELEASE SYSTEM UPGRADE This kit is intended to replace all of the clutch release components which will give you the most direct and reliable clutch pedal feel.

Master cylinder, slave cylinder, and clutch line. Factory clutch master cylinders in the newer cars are known to be rather unreliable and because of their poor design and quality, it can lead to premature failures of critical parts throughout the drivetrain.

High RPM grinds are mostly attributed to the OE master cylinders’ inability to transfer fluid effectively to the slave cylinder, thus causing grinding and rasping of the gears and synchros since the clutch disk hasn’t fully disengaged.

Upgrading the clutch master cylinder and clutch line to our CMC kit changes the system to an older, more direct, and efficient system. This improvement allows the driver to feel a more consistent and direct clutch pedal which also improves shifting at high RPMs.

This NISSIN brand slave cylinder works on all 01-15 Honda K-Series transmissions and does NOT have a clutch delay valve or dampener. Clutch delay valves reduce the driveline shock to the transmission during hard or fast gear changes, but the slow response can also mean missed or locked shifts which can ultimately damage your gears or synchros.

Read through our instructions to get an idea of what it takes to get your gear change issues fixed once and for all. Also, consider upgrading your shifter cables or cable bushings for an even more direct and crisp gear change.

Use a DOT4 or high temp brake fluid in your clutch fluid system. Change the fluid often (every brake fluid service or when the fluid becomes cloudy) x1 OEM Nissin EM1 Clutch Master Cylinder x1 Stainless steel braided clutch line x2 Banjo fitting with washers x1 OEM NISSIN Slave Cylinder (non-dampened) 2002-2005 Civic Si 2006-2011 Civic Si 2004-2008 Acura TSX 6spd MT 2002-2006 Acura RSX 5&6spd MT 2012-2015 Civic Si Does not fit RHD cars.

K-Swapped cars – EG / DC / EK cars using the K-Series transmission. In these applications this is a 100% bolt-on kit, you DO NOT change the rod or clevis before installing. View Install Guide HERE.

4L60E-HD2 TRANSGO PART: 4L60E-HD2CLASSIFICATION: REPROGRAMMING KITFITS: 4L60E, 4L65E, 4L70E and 4L75E 1993-2011 Except Hybrid units. – FEATURES: Crisp muscle car or full race shifts. Puts the driver in command.

Holds 1st, 2nd, 3rd to any speed. Backshifts to 3rd, 2nd & 1st by moving the lever. – Assistance Video – Includes: 7-CS (High RPM Clutch Spring Kit) 4L60E-BOOST (. 500 Boost Valve)NOTICE: 98 up: If vehicle has Torque Management this kit will not make hard shifts.

However many aftermarket programmers for engine performance reduce Torque Management. – Special Instructions: Does not require transmission removal for installation. Note: “7-CS” (Clutch Spring Kit) requires transmission removal for Installation if revving over 5500 RPM”4L60E-BOOST” (.

500 Boost Valve) After March 2005 an Input Speed Sensor was added which requires transmission removal for installation. Previous to March 2005 does not require transmission removal.