Words and Photos: René Vermeer
It’s rare to stumble upon a build that’s 11 years in the making and, better yet, one that’s unique, well-polished, tuned, and driven. Kevin Balajadia, chef and diehard Honda enthusiast, was given this Prelude some 11 years ago by a colleague and good friend and, no doubt at the time, had no idea it would provide over a decade of good times and low ones, too. Originally an H22A-powered auto, Kevin had big plans all those years ago to build a solid H22A turbo setup to give it the power he was after.
It wasn’t until some years later that Kevin really wanted to sink his teeth into the Prelude build. H22A turbo parts were proving hard to source, so he looked to Europe for inspiration; Kevin told us, “I was going to turbo the H22A, but the lack of aftermarket support was annoying. I didn’t want to get rid of the car, so I just ended up buying a K24 since I have seen the builds done with K20A engines in Europe.”
After scoring a tidy K24 on Facebook Marketplace, the decision was made to go for a few more kW than the usual punter, but naturally aspirated. With the extra capacity of the K24, it wasn’t mid-range that was needed, but more higher in the rev-range. To help with this, Alan Taylor of Evolution Worx built the engine with BC Stage 2 cams, BC springs and titanium retainers — all in the aid of shifting and making most of the K24’s powerband. Beyond that, though, the K24 bottom end is factory, besides the vital Type R oil pump conversion.
As Kevin started this build during COVID lockdowns (yeah, remember that?), he couldn’t stress to us enough just how painful it was to source parts for this project. If the conversion wasn’t uncommon enough here in New Zealand and around the world, the other factor is that Preludes, in general, are becoming thinner on the ground, too. Basically, everything for the conversion was a custom one-off or a modified version of something for another vehicle and engine conversion. The headers? Custom. The engine mounts? Custom and modified. The conversion harness? Custom.
The K24 now runs off a standalone Haltech 1500 ECU, which was tuned by Brian at NDT Developments once converted and wired in. We actually saw the Prelude parked outside Brian’s workshop months before the feature and had no idea that it had a K24 conversion under the bonnet. With the cams, three-inch exhaust, custom headers, and Skunk2 intake, the K24 outputs a very respectable 145kW at the hubs on Brian’s dyno — which, if you’ve dealt with Brian’s dyno before, is a heartbreaker for NA builds.
“It’s a fun street car and has power for everyday driving. If I am having a shit day, just taking it out makes it all better. It makes all the right race car noises and doesn’t have a tinnie exhaust. Plus, the look on people’s faces when we race is priceless!” Kevin exclaims.
Dialled in for street and light track duties, the BB6 chassis Prelude now features Tein Flex Z coilovers, uprated brake pads, and Michelin Pilot Sport 5S tyres with Enkei RPF1 wheels. In bright yellow with the large rear wing, it most definitely stands out in a crowd. Henry Choi and the team at CCL in Glenfield applied the Prelude’s yellow hue as a complete repaint, which unfortunately came about due to a road accident.
Kevin laughs now, looking back at the build. Most of the custom components he had to have made during Covid are now readily available items off the shelf as the Prelude gains popularity overseas for this very conversion. Undoubtedly, it would have been quicker and cheaper to build it if he had started it now. Would it be as unique, though? Probably not. If you thought an angry K24 was enough, Kevin doesn’t think so; he told us, “Every time I lose a race, I just want to be quicker. So, I’m heading in the turbo direction now.” Kevin’s mechanic, Alan, already has a plan in place, which should see the K24 outputting in the mid-300kW range, which will no doubt have Kevin laughing. If you see Kevin and the Prelude out and about, you’re better off having a crack at it now while it’s still NA — as soon as you see that front-mounted intercooler, you’re in big trouble!
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This article originally appeared in New Zealand Performance Car issue 310
SPEC LIST
1998 Honda Prelude SiR
Heart
ENGINE: K24A, 2400cc four-cylinder
BLOCK: Factory, Type R oil pump conversion
HEAD: BC Stage 2 cams, BC valve springs, titanium retainers
INTAKE: Skunk2 intake manifold, upgraded throttle body
EXHAUST: Custom headers, three-inch exhaust system, AdrenalinR muffler
FUEL: KTuned fuel rail, 650cc injectors, Turbosmart fuel pressure regulator, Aeroflow 450lph fuel pump
ECU: Haltech Elite 1500, custom harness
COOLING: Tegiwa FK8 radiator, custom oil cooler
Drive
GEARBOX: Accord CL7 Euro R six-speed
CLUTCH: Exedy HD
FLYWHEEL: K20A
Support
STRUTS: Tein Flex Z
BRAKES: Factory
Shoes
WHEELS: 17×9-inch (+35 Enkei RPF1)
TYRES: 225/45R17 Michelin Pilot Sport 5S
Exterior
PAINT: Y52 yellow (CCL Workshop)
ENHANCEMENTS: Prelude hood spoiler, Prelude high-rise rear spoiler
Interior
SEATS: Recaro SR2
STEERING WHEEL: Momo Prototipo 6C carbon
INSTRUMENTATION: Haltech IC-7 display
Performance
POWER: 145kW at the hubs
FUEL TYPE: 98 octane
TUNER: Brian Ingham at NDT Developments
Driver Profile
DRIVER/OWNER: Kevin
AGE: 32
LOCATION: Auckland
OCCUPATION: Chef
BUILD TIME: 1.5 years (during lockdown)
LENGTH OF OWNERSHIP: 11 years
THANKS: My friends, Henry at CCL Workshop, and Alan at Evolution Worx NZ