This header is different than the AP1 header.

 

Yes the primaries and the secondary diameters and lengths from the 4 to 2 and the 2 to 1 interfaces have been redesigned to complement the 2.2L specific valve lift and durations which do differ from the 2.0 AP1


I just got mine in the mail last night.

This thing is a piece of art.

Based on some research and some technical talk with king I have decided not to cover the header with the Jet hot coating; I was only covering the header to reduce the under hood temperatures. However with the vented hood and the heat shield, coating the header would only reduce the rolling engine bay steady temps by a couple of degreed 5 to 9 deg F. I do not see that amount of heat reduction worth the cost of the coating.

If I want further reduction of engine bay heat putting a thermal blanket on the heat shield (underside only leaving space between the blanket and the header) would net the 5 to 9 deg engine bay temp reduction.

The money spent for the coating is better spent on the Comptech fly wheel.

Dyno for just the cooling mods may be coming up this weekend in between the two local shows on Saturday. If I get to the shop I will post the runs as soon as I can. Also pending the dealership fixes the key tumbler that they broke when I took the car in for alignment.

In an effort to keep this thread on topic see
tumbler stuck therad
for the tumbler problem

 

has anyone retrofitted this header to a AP1?

 

Thank you deppenma er um.. MugenRioS2K.

I currently have the Ricks on my AP2, given the design changes in the header, I am certian that your gains will be greater than mine. Esp. where it counts: mid range torque.

No need to retrofit this header. As pointed out by Mugne Rio, t was designed for the AP2 motor.

 

Interesting idea to take the 2.2 and put it on a 2.0

I my take NA would be you would see almost the same gains in the mid range +-2hp but you would start to reduce then gaines above vtech and further reduce gaines post 8k rpm in the AP1 and might even loose a bit of power above 8K rpm in the AP1
The 2.0 L version had to be designed with the additional 1K RPM in mind.

Close but different design parameters between the two headers but with the same design goals in mind


Might be interesting to see what would happen in an AP1 supercharged with a AP2 Mugen header. More gains in the mid range with less in the high range with the AP2 header with the supercharger over coming the inefficiencies of the AP2 header over 8K rpm


On both setup Mugen wanted to design a header that increases power uniformly over the entire usable power band 3/K rpm to 9 AP1/8K AP2.

While designing a header that increase power everywhere in the power band some sacrifice must be made such as the reduction of peek gains to get more power a bit lower. header design( and cat back as well) is a balancing act between exhaust velocity, back pressure and acoustical tuning effects.

Then S2000 posies an extreme engineering challenge to get a good balance of power both in the low end and in the high ends of the RPMs due to its high redline and use of larger Vtec profiles then other Honda engines.

Cant wait to see Honda/Mugen come out with an adjustable length header that changes based on RPM/Load parameters.
Example would be a small

 

If it's similar to the Tracy GB I would be interested.

 

haha...nothing ever again will be comparable to the price I offered on that tracy GB. That was a once in a lifetime hookup deal.

 

So what's the group price gonna be??????

 

Group buy for headers and exhaust? IM IN!

 

Any word on the possible groupbuy on the Mugen header and or possibly the exhaust.