The S2000 is named for its engine displacement of 2L, carrying on in the tradition of the S500 and S800 roadsters of the 1960s. Honda altered the car's setup multiple times throughout its production to include changes to the chassis, powerplant and crivetrain. Officially two variants exist: the initial launch model was given the chassis code AP1, while the AP2 designation was given to vehicles produced from mid-2003 onwards. Though cosmetically similar, the AP2 incorporated significant changes to the drivetrain and suspension. Honda stopped making the car late in the last decade.
The F22 unit was a welcome addition to the final run of Honda's topless chariot. Altering the crank to make the pistons travel further increased the displacement and explosive combustion force, algong with various other modified engine components. A talented performer as Honda intended, the F22 will respond very well indeed to the introduction of forced induction, much more bhp is available from this than the standard car. As the F22's stock engine internals are forged, it can make an incredible amount of horsepower on a turbocharged stock engine block. Some tuners have made upwards of 500 horsepower on a turbo setup with the F22's stock internals.
Parts Required:
A turbo unit
Custome intake manifold
Exhaust manifold
An uprated cooling system (intercooler is best)
Recirc or stright to air Valve
Oil/coolant lines
Engine management software
When buying the turbo for this conversion, there's a lot to consider. There are many models out there from Mitsi 18G's to some of the smaller turbo diesel units to help eliminate the low-mid range gap in the S2000 powerband. Those with the money should certainly not scrimp in this area - always try to get the best, highest-throughput turo that you can afford. Be sure to check the size of the turbo inlet and get the right air tubes to connect up to the S2000 standard inlet manifold.
A tubular manifold from and aftermarket company will really help with the numbers so consider it over a home-made welding job. These can be custom fabricated by an exhaust shop to bolt to the F22 and accept your specific turbocharger. This conversion is becoming so common now that it's just as easy to guarantee a good fit with an off-the-shelf item.
Now's the time to also think about new cooling - intercooled or watercooled. A turbo really heats up the air as it's forced throught the turbines so you need this system to safeguard agaiinst pinging and detonation. Mounting a large I/C in the front airdam is the most cost effectinve approach as there's little room in the engine bay for a water cooled system. Adjustments will need to be made to get the intercooler seated in the optimal position.
You'll also need a dump or blow-by valve. These mount to the upper intercooler piping, intended to release excess charged air from the intake track when the throttle is lifted. Dump valves are largely a "one size fits all" solution and will fit most applications.
Purchase engine oil and coolant lines. These can be custom made from generic rubber or steel braided lines, available from most automotive parts stores.
Mapping the new unit is critical to prevent early failaure of just about everything - unless you really know what you're doing, take it to a professional.
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The F22 unit was a welcome addition to the final run of Honda's topless chariot. Altering the crank to make the pistons travel further increased the displacement and explosive combustion force, algong with various other modified engine components. A talented performer as Honda intended, the F22 will respond very well indeed to the introduction of forced induction, much more bhp is available from this than the standard car. As the F22's stock engine internals are forged, it can make an incredible amount of horsepower on a turbocharged stock engine block. Some tuners have made upwards of 500 horsepower on a turbo setup with the F22's stock internals.
Parts Required:
A turbo unit
Custome intake manifold
Exhaust manifold
An uprated cooling system (intercooler is best)
Recirc or stright to air Valve
Oil/coolant lines
Engine management software
When buying the turbo for this conversion, there's a lot to consider. There are many models out there from Mitsi 18G's to some of the smaller turbo diesel units to help eliminate the low-mid range gap in the S2000 powerband. Those with the money should certainly not scrimp in this area - always try to get the best, highest-throughput turo that you can afford. Be sure to check the size of the turbo inlet and get the right air tubes to connect up to the S2000 standard inlet manifold.
A tubular manifold from and aftermarket company will really help with the numbers so consider it over a home-made welding job. These can be custom fabricated by an exhaust shop to bolt to the F22 and accept your specific turbocharger. This conversion is becoming so common now that it's just as easy to guarantee a good fit with an off-the-shelf item.
Now's the time to also think about new cooling - intercooled or watercooled. A turbo really heats up the air as it's forced throught the turbines so you need this system to safeguard agaiinst pinging and detonation. Mounting a large I/C in the front airdam is the most cost effectinve approach as there's little room in the engine bay for a water cooled system. Adjustments will need to be made to get the intercooler seated in the optimal position.
You'll also need a dump or blow-by valve. These mount to the upper intercooler piping, intended to release excess charged air from the intake track when the throttle is lifted. Dump valves are largely a "one size fits all" solution and will fit most applications.
Purchase engine oil and coolant lines. These can be custom made from generic rubber or steel braided lines, available from most automotive parts stores.
Mapping the new unit is critical to prevent early failaure of just about everything - unless you really know what you're doing, take it to a professional.
