Even though Honda has officially discontinued the S2000 and considering the fact that there are easily more than a dozen FI set-ups to choose from, we feel that our set-up brings many new innovative design features to the S2K FI market and will definitely not be another “me-too” turbo kit.
Reviews
The following is an independent review of the PTUNING S2000 Turbo System.
Design Benefits
- No frame or sheet metal bending, massaging, grinding, notching, painting, etc. required for installation
- No need to relocate the battery, fuse box, A/C lines, EPS module, or oil filter. In fact, you will not even need to move or rotate the factory heater control valve or water line
- No need to tap the oil pan or girdle or weld on any return fittings for the turbo oil return line
- No need for extra, unsightly heat wrap or heat shielding covers in the engine compartment
- No down pipe modifications will be required if used with our 3” exhaust system. The entire exhaust, from turbine outlet to exhaust tip, will fit together as a complete bolt on system
Key Design Features
Benefits of the low, bottom-mounted turbo location
- The turbocharger is situated low and further back in the chassis for better weight distribution and handling
- The turbo manifold design keeps the hot exhaust runners, down pipe, and turbine housing low to reduce excessive engine bay heat
- The design also prevents any unnecessary heat soak to the oil filter (factory location)
- Another very important aspect of the low mount design is that it allows us to develop an EXTREMELY high flowing 3” downpipe with only two, VERY low angle bends. This, among other design aspects, greatly contributes to the very quick turbo spool-up and high overall power output
Turbo Manifold Design
- True Equal Length Design (all runner lengths are within ~5/8” of each other)
- Very smooth flowing runner design with gentle radius bends and minimal directional changes. (no tight radius weld-els were harmed in the production of this manifold)
- The full T304 SS construction (including the CNC-machined head flange with 3D ports) creates what is essentially a rust-free manifold
- True, symmetrical merge collector (this is not a mini-me style collector)
Downpipe Design
- V-band inlet, v-band outlet, all v-band wastegate connections (Incl. recirc tube) and all constructed from T304 SS
- Our down pipe will have provisions for an optional re-circulating wastegate dump tube for those looking for a stealthier set-up. A DTA set-up will be standard
- The optional re-circulating dump tube is properly designed with long-tube, low-angle merge collector downstream of the down pipe inlet
Turbo Oil Scavenging System
- The external oil scavenging pump used with our turbo system eliminates the need to modify the girdle or oil pan for a turbo oil return line
- The scavenge pump integrates with our optional engine oil cooling system
- No need to debate whether to tap the pan or the girdle
- In our opinion, tapping the girdle is too much of a PITA for the average enthusiast. The oil pan is too thin for just a tapped fitting and welding a fitting onto a very old oil-penetrated S2000 oil pan (even when properly prepped) can sometimes have mixed results
- The oil scavenging system will theoretically allow you to drive your S2000 upside-down without any turbo oil draining issues (of course we know this is not possible)
- You can basically go around an off-camber, left hand circle all day long with full slicks and not have to worry about the turbo oil return backing up with oil
- The turbo oil-scavenging pump we use is a very high-end and quiet spur-gear pump (not a diaphragm pump). It is designed specifically for scavenging hot oil. It uses internal components (brushes and high precision bearings) that are selected to provide 10,000+ hours of service
Dyno Proven Results
Whether you're looking to upgrade your S2000 to a 300whp daily driver, a 450whp time trial race car, or a 700+whp drag queen, our turbo system is capable of meeting your needs.
Important note: ALL dyno numbers from our dyno are true Dyno Dynamics numbers (aka “heartbreaker” dyno numbers). In other words, we do not use an external correction factor (aka extra correction factor, x-factor, fudge factor, tc factor, etc.) to compete with other higher reading dynos in our area. Our dyno WILL read lower than most other mainstream dynos out there. With that said, here are the dyno sheets at various boost pressure on a 2005 Honda S2000 AP2 2.2L and PTUNING Dual 3" Exhaust System.
- Dynograph on 2.2L AP2 on 93 pump gas at 8PSI using the optional GTX3076R Turbo with Quiet Recirculated Wastegate Dump Tube:
* Note: Car was running 4.77 rear diff and dyno pulls were in 6th gear for this particular car. *
- Dynograph on 2.2L AP2 on 93 pump gas at 10PSI using the optional GTX3076R Turbo with Quiet Recirculated Wastegate Dump Tube:
- Dynograph on 2.2L AP2 on 93 pump gas at 13.5PSI using the optional GTX3076R Turbo with Quiet Recirculated Wastegate Dump Tube:
- Dynograph on 2.2L AP2 on 93 pump gas at 14.5PSI using the optional GTX3076R Turbo with Quiet Recirculated Wastegate Dump Tube:
- Dynograph on 2.2L AP2 on VP Q16 race gas at 22.5PSI using the optional GTX3076R Turbo with Quiet Recirculated Wastegate Dump Tube
Kit Content
- PTUNING Full 304SS Equal-Length V-Band Turbo Manifold (Turbosmart 45mm WG V-band Flange)
- PTUNING Polished 304SS Turbo Manifold Heat Shield
- PTUNING Polished Full 3" 304SS V-band Downpipe (w/ Recirculated 45mm WG Flange)
- PTUNING Polished Full 1.75" 304SS DTA WG Dump Tube (Standard)
- PTUNING Billet Aluminum Passenger-side Motor Mount Assembly w/ Heat Shield
- PTUNING Scavenge Pump and Intercooler Mounting Brackets
- PTUNING 304SS T-bolt Clamps (for securing intercooler piping and couplers)
- PTUNING 4-Ply Silicone Intercooler Piping Couplers
- PTUNING Front Mount Intercooler (Bar & Plate, 29"W x 11"H x 3"D, 3" Inlet/Outlet)
- PTUNING WG/BOV Vacuum Line and Spring Hose Clamp Installation kit
- K&N Crankcase Breather Filter
- PTUNING -4AN Stainless Steel Braided Turbo Oil Feed Line w/ GT Turbo Oil Restrictor
- PTUNING Turbo Oil Scavenging Pump System (includes all oil lines, fittings, relay, and PnP wiring harness)
- PTUNING -6AN Stainless Steel Braided Turbo Coolant Line w/ 5/16" AN to Barb Adaptors and Heat Sleeving
- PTUNING -8AN Oil Feed Tee Adaptor for Oil Pan Drain
- PTUNING -8AN Stainless Steel Braided Scavenge Pump Oil Feed and Oil Return Lines w/ Forged AN Fittings
- PTUNING Coolant Bypass Hose w/ Oil Filter Adaptor Union
- PTUNING 304SS Intake Tube Mounting Bracket and Hardware
- PTUNING Oil Scavenge Pump Relay Harness and Mounting Hardware
- PTUNING -8AN Oil Return Adaptor for Timing Cover
- PTUNING -8AN Billet Aluminum GT Turbo Oil Return Flange and Hardware
- PTUNING Billet Aluminum IAT Sensor Plug Kit (for AP1 and Non-DBW AP2)
- SPAL 14" HP Curved Blade Radiator Fan
- PTUNING Custom SPAL Fan 2-Piece Mounting Brackets (designed for stock or Koyo radiator)
- PTUNING Sealed Relay Fan Harness
- PTUNING Exa-Pump Electric Oil Scavenge Pump
- Turbosmart Race-Port BOV (PTUNING-Spec 22 In/Hg Spring, Black)
- Turbomart Hyper-Gate 45mm WG (7PSI Spring, Black)
- PTUNING 304SS V-band Boost Regulator Disc (2.25" ID)
- PTUNING 2.5"-2.75" Polished Aluminum Intercooler Piping w/ Integrated IAT Sensor Block (Polished)
- PTUNING 4" Intake Tube
- PTUNING Blue SuperNano 3.5"x5.25"x6" Cone Filter w/ 4" Inlet
- Garrett GT3076R w/ 4" Inlet and Tial Stainless Steel V-band Turbine Housing (0.82 A/R) (Standard GT Turbo)
Turbo Options
- Garrett GT3076R 4" Inlet / 2" Outlet, Tial SS V-band Turbine Housing (0.82 A/R)
- Garrett GT3582R 4" Inlet / 2.5" Outlet, Tial SS V-band Turbine Housing (0.82 A/R)
- Garrett GTX3076R 4" Inlet / 2" Outlet, Tial SS V-band Turbine Housing (0.82 A/R)
- Garrett GTX3576R 4" Inlet / 2" Outlet, Tial SS V-band Turbine Housing (0.82 A/R)
- Garrett GTX3582R 4" Inlet / 2.5" Outlet, Tial SS V-band Turbine Housing (0.82 A/R)
