The parts chase was on. Scarangella first bought a new center console, and then found a Euro-market VT (SiR) front bumper in the UK. It then sat for over a year until Scarangella had pieced together the rest of the front. He bought headlights from a guy on the message boards who was connected in Japan. So that the hood would close properly, he needed the radiator support from any JDM Civic that came with the SiR-style front (EF3, EF4, EF6, EF7) but not a B16 motor, as the bulkhead on those cars was slightly different. He found what he needed at a local importer, along with a pretty beat up hood that would have to do until he could order his carbon VIS grip.
Scarangella really dug the look of the flush wing that came on the European non-VT models, so he bought one from a friend, Bas, on the forums in Holland; soon after, he also purchased the taillights. At about this time, Scarangella had sourced a Canadian-only CRX SE from another friend and got the red and black European LHD door cards in the deal. Then, when Bas visited from Holland, he managed to score some mint condition LHD power window switches. Scarangella bought Civic sedan power window regulators and installed everything together.
During the first year, it became clear that the stock D16A6 wasn't cutting it. At about this time, Hasport had released the EF mount kit for the K-series. Scarangella had been an avid fan of the K20 and had been reading up on it for months at k20a.org. Others were making 220 to the wheels with K-Pro engine management, a good header, and an unrestricted exhaust. The 6-speed close-ratio transmission with 4.765 final drive ratio would be a hoot in a 2,000-lb. car. It was then he realized he had to have that motor.
As a guest of the CRX Club, Scarangella flew to the 2005 Northern California CRX-po and stayed part of the time with Basseri. At that time, Basseri had just crashed his black CRX Si and bought another white one with plans to do the same K swap. While he was in Cali, Scarangella started buying parts for the transfer, like the Hasport mounts and axles. That's when the pair came up with the idea to have Scarangella come down and spend some time in NorCal to do the swap and build his car.
Over the next few months, Scarangella had parts shipped to Basseri's house. Then on Christmas day, Basseri flew up to Toronto, and by the next afternoon the duo had left, headed for California. On the way, they made a detour to Los Angeles to pick up brand new Mugen NR10's from Ernie Uy.
Within days of arriving in San Jose, the A/C and D16 were removed, and the engine bay cleaned up. Scarangella procured a lightweight battery from HeelToe and already had it mounted in the rear of the car. For a radiator, they used a Dodge Neon non-A/C exchanger that turbo guys have been using for years in EFs. Flipped upside down, the waternecks were in almost a perfect position; the stock DC5 upper hose was even utilized.
Basseri employed his fuel system design, and the only thing left to get was the actual drivetrain. It was ordered from Steve at H-Motors Online, and once it arrived it was a matter of dropping it in and putting everything together. Scarangello then found a guy in San Diego selling seats he had always wanted, carbon Kevlar Spoon buckets.
The car was fired up and driven on St. Patrick's day. Idle was surging, this being a common problem with the IACV, but worked its way out on the drive to the SoCal EF meet in LA the next morning.