It's a little over 2.3l madness. I'll have to get the exacts from my shop because I honestly dont know the specs. I didnt do the 2.4 because we felt it was a little to aggressive for me. Im going from a 2.0 with a 3mm HG to a sleeved 2.3 so I probably wont notice the .1 or .075 liter differnce of a 2.4l

My motor is sleeved so I have JE pistons

 

Here are some before and after pics of the intercooler and turbo. I was so ready to clean them that I didnt snap any pics of them right before.

intercooler new:



This was the front side of the intercooler so the soot wasnt bad but the end tanks kinda show how bad it was. I havent cleaned the front yet







The back side was pretty bad but this is how it looks now. It was a pain cleaning all the bars since it doesnt take much to bend the fins.





Now onto the turbo compressor housing:

when I first got it (flash on)



covered in soot



after cleaning and going through 5 of the hard polishing wheels on the dremel (flash off)





The compressor housing is actually much shinier then when I first got it

The radiator got it the worst but thankfully my fan shroud and fans took the majority of the abuse. An aluminum fan shroud will be easy to clean and fans easily replaced. I've decided that I might as well polish the compressor housing completely. I already have plenty of 400, 600, 1000, and 2000 grit sand paper so why not. The only thing is now I'm going to have to polish my intake manifold too considering my intercooler pipes will be polished....I hate making more work for myself but at least my labor is free and my engine bay is going to look really good. After I sand them down I'll take them to a local polishing shop and let them buff it using their giant buffing wheels, tools, and experience....I think the buffing step is a little to big for me my trusty dremel.

 

Yea the small of displacement isnt anything.
I was curious because I run the OEM 2.4 stroke. Technically 2.363
I run the a 99mm crank
With 5.36" rods.
It makes for a horrible rod/stroke ratio. I did plan on going another route but I got the mahle pistons for a steal and couldn't pass them up.

I'll be paying close attention. Very interested in seeing what you do. :-)

 

Oh really? Couldn't have been detonation problems?

 

Attention to detail ftw! Keep it up man!

 

Originally I was going to do a 2.4l with the inline pro f24 crank, inline pro rods, and mahle pistons. I decided to think on it for a week and I came to the conclusion if I was going to spend that amount of money I might as well spend more and sleeve it since my ultimate power goal is 900whp. Since I didn't want to bore my sleeves too much my shop and I decided on the 2.3 instead because they were worried about the piston speed at higher rpm's if I had a longer stroke. One of the things that I always loved about the s2000 is the high redline. I want my motor to still be able to rev to 9000rpms and with a longer stroke that's not the best idea. I'm just nostalgic for the super high revving f20. Plus it's going to stay a street car so I want it to be as reliable and worry free as possible.

 

thanks

 

It has been a long time coming but since it's spring time my car is on my shops schedule to get my sleeved motor installed and get a retune. I am a running a Garrett GT35R and I know maxing that out will not be a problem on my new setup. My final power goal is 900whp but my concern is that I have a equal length tubular topmount manifold but it has a t3 flange. It seems having a t3 manifold will limit the selection of turbos to chose from that can hit my power goal, am I right in assuming that? Right now I am looking to switch to the Precision 6766 CEA since it has a t3 option and is rated to 935hp. Does this sound like a good approach or should I rethink some things?

 

Are you still running that junk 3mm?

 

no I have a fully built sleeved motor going in