When Jackie Cruze first started chatting with Thaariq de Klerk about his wine-red Honda CRX, he didn’t realise he was about to get a front-row seat to one of the most underground trends in local car culture, the legendary K-swap.
For the uninitiated, a K-swap is when a brave modifier pulls out the CRX’s original 1.6-litre DOHC (B16A or ZC engine depending on spec) and replaces it with Honda’s fire-breathing K20A2, a 2.0-litre, DOHC i-VTEC motor usually found in the EP3 Civic Type R. What you get is a rev-happy, 168kW powerplant in a featherweight chassis, turning a nimble 90s hatch into a sleeper at the robots.
Thaariq, 29, from Strand, explains: “I actually built the car for my wife, Caylinne. The CRX has always been her dream car. We nearly went with a Honda S2000, but in the end, we chose the CRX. That decision kicked off a four-year odyssey.”
Initially he just bought a rolling chassis with no engine and no gearbox as Thaariq had intended to do a ground-up build. But he ended up selling that one and buying a running CRX that he found online to get a feel for how the car handled. He says: “After a year of daily driving, we were ready for the K20 transplant.”
Asked why he attempted such a a tricky conversion, Thaariq explains: “Honestly, it was to prove the doubters wrong. A lot of people said it couldn’t be done, especially in South Africa where K-swaps are still rare and parts aren’t lying around in every scrapyard.”
When he started researching he noticed that those who had done it successfully weren’t exactly sharing the recipe. There was a veil of secrecy over the details.
After getting quoted R170,000 for a K-swap, Thaariq made the bold decision to take it on himself. With no formal mechanical training, just a solid love for the Honda platform, he got stuck in. Every nut, bolt and bracket was handled in his home garage.
Over time, Thaariq became something of a K-series fundi, learning everything from wiring the K20A2’s complex ECU system to modifying the subframe for correct engine geometry and drivetrain alignment. He says: “You need to adapt the shifter cables to work with the 6-speed transmission, and you have to tweak the fuel system to match the return less setup of the K20. That means fuel rail mods, a high-pressure pump, and often a custom fuel pressure regulator.”
Now a well-known name in the local scene, Thaariq runs Concept Sports, his side-hustle where he helps fellow Honda heads with advice, rare part sourcing, and technical guidance.
“I know how tough it was to get this right the first time,” he says, “so I’m making it easier for others. Whether it’s a hybrid gearbox or the right sensors to stop the ECU from freaking out, I’ve probably been through it.”
With the CRX tipping the scales under 1,000kg, the 168kW K20A2 gives it a mind-bending power-to-weight ratio. Thaariq says it feels like more than the numbers suggest.
The car turns heads too. “At the garage, someone asked if it was a Ferrari. And one kid told his mom it looked like a Hot Wheels car,” he laughs.
Asked how he got into Hondas, Thaariq says: “I’ve always been into JDM culture. Back in the day, Hondas were the talk of the town, lightweight, fast, and easy to mod. I bought one, and the rest is history.”
What really gets him fired up is Honda’s modularity: “It’s like Lego. Engines, gearboxes, and even ECUs from different models can often work together. Plus, the aftermarket scene is massive.”
“For me, this build is about inspiring the youth,” he says. “People say the K-swap can’t be done locally, that it’s too expensive or complicated. But I’m here to say: it can be done, just bring your passion and maybe some deep pockets. Parts are getting harder to find, but the dream is still alive.”