bypracing

Our company is always open up to new innovative idea's and when we were doing research of finding ways of improving our Rotrex supercharged F20C set-up, we were looking the most bang for buck option out there

Firstly, we've looked into a 2.2L (F22C) bottom end. Roughly costing about 5k landed for a brand new short block, plus installation and assembly of the engine will end up costing around the 8k mark when you take all those into account. This is also assuming you have a tunable ECU as well, which we currently have a Haltech PnP

The other option was the I-vtec conversion kit. This kit cost roughly $4500 without installation. By the time you finish with it, its going to cost around the $7000 mark. There will be gains in both mid range and top end, but is $7000 modification worth it on a F20c?

With further research, i stumble across a few F24C engine build. I have read Chris Barry's F24 builds as well as a few other US companies who have built them. It seems like a cheaper solution to get the 2.4l displacement, but the rod-to stroke ratio was the downfall of this option. With a spare F20c in the back room, it will cost around the $4000 mark to have a long block F24C.

With the F24C build seems like the best option out of the 2, after further reading, the words K24 swapped S2000 showed up. With our development work with the K-series engine over the many years now, its fit right in our field. With more research, the K24 conversion into a S2000 didn't looked too hard. There was a few companies who have developed the kit, so we made contact with them discussing over the swap with them. After various discussion with other K24 converted S2000's owners, we have made up my mind to have this swapped done to the workshop S2000. You can't beat I-VTEC and 2.4L displacement

The K24 swapped is happening earlier than expected after we lost compression in cylinder 2 on the OEM F20c (it had 187,xxxkms on it) a WTAC 2013. The OEM F20c had a good run with over 300 logged track laps since ownership 8months agp and about half of those laps running at 300kw+ on the Rotrex supercharger.

The team discuss the idea of rebuilding the F20C to get it on the road quicker, but after considering the time and effort to pull the engine out and in, the K24 swapped was approved

We got in contact with Braille Sport with regards to their K24 swapped S2000 parts. They do offer the entire K24 swapped kit including headers (not sure if it will clear the steering rack) but for our needs, we purchase the transmission adapter plate, Innovative Engine mounts, Rywire Conversion harness and clutch mater flywheel. One thing i found difficult dealing with these guys is the shipping. I emphasis that i wanted to use Fedex to make sure i can track the items and Alex @ Braille Sport said its against company policy and uses USPS Priority only. Really shits me, but luckily enough one of my US suppliers were local and were able to act as the middle man to get these products for me. With other contacts, i would of purchased items independently, but that would of drag out the ordering process.

For intake solution, we are going to keep with the OEM F20c intake manifold. We have spent some money on the AEM fuel rail, 1000cc injectors and S90 70mm throttle body on the F20C manifold. Luckily enough, 2nrsofspringfield makes the intake manifold adaptors for the F20c intake manifold to suit K24 intake flange

With the K24 swap parts on order and on-route to arrived in a few days, we pulled out the F20C and prepped a K24 engine ready for the swap. We'll leave the F20c aside for the time being as it will make a perfect candidate for a rebuild. It seems like its either cracked a piston or rings. All valves are still intact which is a good sign.







The good thing with going a K24 is that amount of spare parts we have in the shop. Since the K24 swapped will be Rotrex supercharged and it will be used both on road and track duties, we have decided to keep the engine combination basic for now. The K-series engine are pretty strong OEM and it's quite apparent in the other cars we have built. With limitation of space in the S2000 engine bay towards the firewall, we will require to use a K20 orientated head on the K24 block. Its due to the water housing and by using the K20 head, it will have greater top end power.





In terms of electronics, the engine loom will be changed from the F20c to a K-series loom. Unfortunately, we wont be able to reuse the Haltech S2000 PnP unit. We'll replace the Haltech ECU with a Hondata Kpro. The Rywire conversion harness will make it painless to adapt the K-series to the rest of the car.

Ill keep this updating this thread as we keep progressing with the swap.

To give people a rough idea of costs involved and assuming you have a stock S2000 -

K24 swapped parts - ~$2500
Intake manifold adaptor
Transmission adaptor
Flyhweel
Conversion harness
Engine mounts

Wiring and Electronics - $2000
Brand new OEM K20a engine harness
Modify charge harness
Hondata Kpro v3 + ECU

Engine ~ $5000
K24 long block - $1000 - $1200
K20 Type R head - $1500
Alternator - $150
Starter motor - $150
Ep3 idler pulley - $150
K20 Oil pump conversion - $750
Clockwise baffle plate - $375
09 TSX piston 11.0:1 - $550

Headers-
Modify stock F20c header to fit K20 exhaust flange - $100
Or custom headers to be developed by local fabricators - $850 - $1000

Labour and engine assembly hasn't been taken into account. If a shop was to put a dollar value to do this swap, i'd think a figure between $3000 - $4000 will cover all labour cost

For an average person, it will be safe to budget for around $15,000 to have a K24 swapped S2000. You may be thinking now, $15K for a K24 swapped is not worth it. Over the next few days, ill post up some dyno charts between F20C (bolt-on tuned) compared to K20/K24 (bolt-on tuned). On our workshop car, if we have time, i will tuned it on the N/A set-up and then tuned it with the Rotrex supercharger and make comparison to suit from our F20C baseline dyno.

AusS2000

Excellent post. I'm staying tuned.

honda9krpm

Good to see that someone is thinking outside the circle.
Thanks for sharing Benny.

Cost wise... I think I am sticking with my 2.2 and 2.5 ivtec engines.... but it will be good to see another option for sure.

BTW it's Dan with the Employment Medicine BNR32.

bypracing

Yes i personally think its a great option for anyone considering an naturally aspirated/supercharge setup. We have built 350hp naturally aspirated K24 engines so it will be pretty nice to have it in a S2000 RWD platform.

Danh, bring the S2000 next year for clubsprint?

honda9krpm

I would love to but it's a long way to bring 2 cars. Besides that my street s2k has a nissan r33 GTSt gearbox and a Nissan diff which wtac won't allows into sprint class. Open class is becoming a hired gun driver with workshop show cars and not much room for owner-driver.
I will finish off the race s2k when the bnr32 is done.

bypracing

Keen to see your progress with the race S2000 and the direction you take it

Open Class is still very competitive for driver owner's. Your right with workshop hiring gun drivers to see the potential of the car, at the end of the day they are promoting their business. On the other hand, Open Class rules help keeps within budget. Aero and weight reduction's plays a major role in this. I can see Pro AM becoming even more competitive than Open Class. Pro AM is not restricted by Driver owner only professional drivers. People like me can still have a steer in Pro AM

Anyways, back to the topic

K20/K24 long block is now complete and now waiting on the rest of the conversion parts so the swap can progress. More updates in the next few days

bypracing

Build Progress - Engine Long block, K-swap conversion parts, Engine fitment

We got the K20/K24 engine long block prepared earlier this week in time for the K-swap conversion parts to arrived. The engine build is a pretty straight forward process for us since we do so many of these build's. We'll keep with this engine for the next year before we build another engine for the car.

The K-swap conversion parts arrived in time yesterday as planned and we got cracking getting the K24 engine mated with the S2000 gearbox. Overall it's a nice kit, the only thing i can complain about is that no bolts were supplied with the adaptor plate. We had some bolts around the shop that we needed to be cut to length to suit. If bolt's were supplied with the kit, it will complete the kit nicely.



A new competition Stage 2 clutch kit was also fitted. The old clutch looked a little worned, so while we are at it, we replaced the clutch while the gearbox is off.



The Clutchmaster F2K flywheel looked unreal


Transmission adaptor plate lined up perfectly


To put the new engine in, we removed the front subframe. Good idea to do any suspension upgrade while you have it out


Using the workshop custom engine trolley, it worked great when trying to line up the engine and gearbox when hoisting the car down


It was a pretty straight forward process once the engine is in place. The innovative K-swap engine mounts fits perfectly and all brackets and mount lined up.




The K24 engine fits perfectly in the S2000 engine bay. I was worried about the clearance between the firewall and the K24 motor, but there is plenty of clearance for the water pipes, sensors and wiring.



We'll connecting the rest of the set-up over the next few days. The intake manifold plate is due to arrive today and the stock F20C headers will be modified to suit the K-series head.

bypracing

Build Progrss - Headers and Wiring

There was a few option for headers when running a K24 in the S2000. Ballade sport makes K24 swap headers but being RHD, its not 100% certain it will clear the steering rack rod. After using the stock F20c headers on last supercharge setup making over 300kw, we decided to modify the F20c headers to fit the K24 motor.

First off, we chopped off the old F20C flange and got the K-series exhaust flange. Luckily enough, runners 1 and 4 lines up perfectly and runners 2 and 3 needed some heat and spread apart



After a trip to the local fabricators, they welded up the new flange. It was mig on the outside and tig welded on the inside. We retained the OEM heatshield by reusing the old locating tabs. The existing exhaust lined up perfectly as well







Next on the list to do list is wiring. I'm using a brand new 02-04 RSX-s engine loom. The AUS spec DC5 engine loom won't be long enough to place the ECU back in the cabin.



The 02-04 RSX engine loom is 70% plug in. It still needs some wire to be extended and adapting some of the old F20C plugs



I was expecting the intake manifold plate to arrive on Friday. We would of had a good chance to start it over the weekend. Looks like we'll wait until next week to finish it

honda9krpm

Looking good.

zzz

sweet build, can't wait to see where this go, might consider this in the near future