Don’t be fooled by the paint.
Yes, the colour is loud and unapologetic, but the real sorcery is buried much deeper. This is New Zealand’s first road-legal FD1 chassis running a full K-swap — and not just any K-swap, but one executed with the kind of intent and restraint that separates a clever conversion from a truly finished car.
Jacky and the JTune collective have pulled off one of those glorious “wait, you did what?” builds: transforming a humble FD1 into what can only be described as an FD1R. All the goodness of a genuine Type R, without the eye-watering Type R tax. On paper, it sounds logical enough. In reality, it was anything but straightforward.
Let’s start with the part that makes most builders break out in a cold sweat: wiring. For the car to remain road legal, every system needed to function exactly as Honda intended. ABS, SRS, traction control, warning lights — the whole digital orchestra had to play in tune for WOF and LVV certification. That meant hours of tracing, repinning and testing to ensure the cluster lit up and behaved exactly as it should. While that sounds like a nightmare (and frankly, it is), Jacky’s deep familiarity with Hondas meant this was less a Herculean struggle and more a very long day at the office.
Mechanically, the changes are surprisingly sensible. The K24’s headers required clearance through the transmission tunnel, which led to a custom-fabricated set. Electric power steering was binned in favour of the Type R’s hydraulic system — a move that immediately sharpens steering feel and response. Up front, the FD2’s wider track meant the entire FD2 front suspension was swapped in to replicate the genuine Type R’s front-end geometry, while the rear suspension remains common across both platforms.
Suspension is where things get particularly interesting. Thanks to Jacky’s close relationship with HKS Japan, this car wears the first set of HKS HiperMax R coilovers in New Zealand, complete with custom valving designed to mirror FD2R One Make race cars. These monotubes are capable of handling spring rates up to a wild 25kg. Currently, the car sits on a far more road-friendly 14kg setup — and the result is a chassis that feels planted, confidence-inspiring, and genuinely usable on Auckland’s less-than-perfect roads.
Then there’s the engine — the heart of the whole operation. The K24 bottom end remains stock, but the real magic happens upstairs. A ported RBB head paired with Drag Cartel cams delivers a stout 300 horsepower at the flywheel, no small feat for a naturally aspirated setup. To keep the engine singing in VTEC above 6000rpm and pulling hard all the way to an 8100rpm redline, a close-ratio gearbox was essential. Power is sent to the front wheels through an ATS carbon differential — marginally weaker than its metal counterpart, but quieter, smoother, and far more street-friendly.
This is where the build really shows its maturity. Jacky could have stopped at “K24 swapped FD1” and called it a day. Instead, every decision leans toward creating a cohesive, turn-key package — something that feels complete, refined, and intentional.
That philosophy extends to the exterior, where the goal was OEM or OEM-plus perfection. All trims and mouldings have been replaced with genuine Honda parts — remarkably, many of which are still available new. It’s a subtle but critical detail that elevates the car from modified to manufactured.
While FD1-to-Type-R conversions may feel novel in New Zealand, they’re far more common throughout Asia, particularly in markets where the FD2R was never officially offered. And while cost will always be the elephant in the room, Jacky has shown that with the right knowledge and access to parts, this transformation can be achieved cleanly — and even feasibly as a DIY project for the committed enthusiast.
In the end, it’s hard not to be impressed. Jacky and the JTune crew have absolutely nailed the brief, delivering a car that looks factory, drives with authority, and punches well above its weight. A tasteful FD1 with a very serious sting in its tail — and proof that sometimes, the best Type R isn’t actually a Type R at all.
