PTUNING S2000 Turbo System (Pics, Dyno, Pricing)
05-12-2010, 09:05 AM
#1
Former Sponsor
Thread Starter
PTUNING S2000 Turbo System (Pics, Dyno, Pricing)
We would like to take this opportunity to re-introduce ourselves as a sponsor on S2KI and also to give the S2000 community a glimpse of our soon-to-be-released S2000 Turbo System. We’ve been looking into developing a production turbo set-up for the S2000 for quite some time now. Unfortunately, campaigning our Turbocharged Time Attack Scion tC in the Redline Time Attack series for the past two years and developing parts for the Scion market left us with little time for developing components for other vehicles. That has changed though, with 2 consecutive RTA Modified FWD Championship wins under our belt, we’ve decided to take a year off from racing to start development of products for the S2000.
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 are still moving forward with this turbo system. 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.
Here is a quick rundown of some of the main design criteria for our turbo system:
- 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 even the CNC-machined head flange) creates what is essentially a rust-free manifold.
- True, symmetrical merge collector (this is not a mini-me style collector).
Down Pipe 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 will have a properly designed, long-tube, low-angle merge collector downstream of the down pipe.
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.
- It will integrate with our optional engine oil cooling system (details TBA).
- 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 (For example, if you drive your s2000 an hour a day, everyday, you can still expect over 27+ years of service).
Dyno Numbers:
Dyno Dynamics AWD, quad retarder, loading dyno.
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 is the dyno sheet and a few pics.
Dynograph and Boost Curve on 93 pump gas using the standard GT3076R Turbo with Quiet Recirculated Wastegate Dump Tube:
Dynograph and Boost Curve on 93 pump gas 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 and Boost Curve on 93 pump gas using our optional GTX3076R Turbo with Quiet Recirculated Wastegate Dump Tube:
Dynograph for 93 pump gas at 14.5 psi using our optional GTX3076R Turbo with Quiet Recirculated Wastegate Dump Tube:
Additional Dyno Results:
'02 S2K, E85, 18.5psi, GTX3076R, PTUNING Dual 3" Exhaust, Open Dump WG: Full Blown Dynojet Dyno - 567.10whp/379.23wtq
'03 S2K, 91 Pump Gas, 13psi, GT3076R, PTUNING Dual 3" Exhaust, Recirculated WG Dump Tube: Dynojet Dyno - 443.07whp/307.58wtq
'05 S2K, 93 Pump Gas, 14psi, GT3076R, 70mm Single Exhaust, Open Dump WG: PTUNING Dyno Dynamics Dyno - 435.5whp/304.2wtq
'05 S2K, 93 Pump Gas, 14psi, GT3076R, 70mm Single Exhaust, Open Dump WG: Inline Pro Dynojet Dyno - 474.75whp/321.44wtq
'06 S2K, 93 Pump Gas, 14.5psi, GTX3076R, PTUNING Dual 3" Exhaust, Recirculated WG Dump Tube: PTUNING Dyno Dynamics Dyno - 447.4whp/319.1wtq
'06 S2K, 93 Pump Gas, 14.5psi, GTX3076R, PTUNING Single 3" Exhaust, Open Dump WG: PTUNING Dyno Dynamics Dyno - 461.1whp/312.2wtq
'06 S2K, 93 Pump Gas, Direct Port 50/50 WMI, 19psi, GTX3076R, PTUNING Dual 3" Exhaust, Open Dump WG: Evans DynoPack Dyno - 580whp/445wtq
Content List:
PTUNING Billet Aluminum Motor Mount Assembly
PTUNING Turbo oil Scavenging Pump System (includes all oil lines, fittings, relay, and PnP wiring harness)
SPAL 16" HP radiator fan w/ brackets (*optional bracket available for Koyo radiator)
PTUNING Equal Length V-Band Turbo Manifold (full T304 stainless steel)
Garrett GT3076R Ball Bearing Turbo with Tial SS V-Band Turbine Housing .82AR (**GT35R option available)
PTUNING 3" T304 SS V-band downpipe and dumptube (***optional recirculating wastegate tube available)
PTUNING turbo manifold T304SS heat shield
Turbo GT oil restrictor, feed, and coolant lines
Turbosmart Hyper-Gate 45mm WG
Turbosmart Race-Port 50mm BOV
PTUNING 2.5"-2.75" polished aluminum IC piping w/ integrated vacuum block, WMI bung and DBW AIT bung (**** optional red or black textured powder coating will also be available)
PTUNING 4" intake tube with AEM Dryflow air filter (integrated 3/8" NPT fitting for valve cover breather or oil catch can)
PTUNING Bar and Plate Intercooler (24"x11.75"x3")
PTUNING 4-ply silicon hoses and SS T-bolt clamps
PTUNING IC mounting brackets w/ integrated turbo oil scavenging pump mount, air pump mount (for piggy-back ECU owners)
PTUNING hardware installation kit
Options:
* Optional Koyo radiator fan brackets - no additional charge (please specify at time of order)
* GTX3076R Turbo
* GTX3582R Turbo - Recommended only for higher boost applications (i.e Built Low Compression Engine, E85, WMI, Race Gas)
* PTUNING Recirculating wastegate dump tube set-up (+$150).......Note: This will be in place of the standard DTA dump tube set-up
* Stealth Black, Time Attack Red, or custom color powder coating. Please contact us for pricing info
* PTUNING PnP Oil Cooler that works in conjunction with our Oil Scavenging System. Please contact us for pricing info
* PTUNING Aluminum Cold Air Intake Air Box
- Please PM or call us with any questions you may have: info@ptuning.com, (877)-PTUNING
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 are still moving forward with this turbo system. 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.
Here is a quick rundown of some of the main design criteria for our turbo system:
- 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 even the CNC-machined head flange) creates what is essentially a rust-free manifold.
- True, symmetrical merge collector (this is not a mini-me style collector).
Down Pipe 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 will have a properly designed, long-tube, low-angle merge collector downstream of the down pipe.
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.
- It will integrate with our optional engine oil cooling system (details TBA).
- 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 (For example, if you drive your s2000 an hour a day, everyday, you can still expect over 27+ years of service).
Dyno Numbers:
Dyno Dynamics AWD, quad retarder, loading dyno.
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 is the dyno sheet and a few pics.
Dynograph and Boost Curve on 93 pump gas using the standard GT3076R Turbo with Quiet Recirculated Wastegate Dump Tube:
Dynograph and Boost Curve on 93 pump gas 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 and Boost Curve on 93 pump gas using our optional GTX3076R Turbo with Quiet Recirculated Wastegate Dump Tube:
Dynograph for 93 pump gas at 14.5 psi using our optional GTX3076R Turbo with Quiet Recirculated Wastegate Dump Tube:
Additional Dyno Results:
'02 S2K, E85, 18.5psi, GTX3076R, PTUNING Dual 3" Exhaust, Open Dump WG: Full Blown Dynojet Dyno - 567.10whp/379.23wtq
'03 S2K, 91 Pump Gas, 13psi, GT3076R, PTUNING Dual 3" Exhaust, Recirculated WG Dump Tube: Dynojet Dyno - 443.07whp/307.58wtq
'05 S2K, 93 Pump Gas, 14psi, GT3076R, 70mm Single Exhaust, Open Dump WG: PTUNING Dyno Dynamics Dyno - 435.5whp/304.2wtq
'05 S2K, 93 Pump Gas, 14psi, GT3076R, 70mm Single Exhaust, Open Dump WG: Inline Pro Dynojet Dyno - 474.75whp/321.44wtq
'06 S2K, 93 Pump Gas, 14.5psi, GTX3076R, PTUNING Dual 3" Exhaust, Recirculated WG Dump Tube: PTUNING Dyno Dynamics Dyno - 447.4whp/319.1wtq
'06 S2K, 93 Pump Gas, 14.5psi, GTX3076R, PTUNING Single 3" Exhaust, Open Dump WG: PTUNING Dyno Dynamics Dyno - 461.1whp/312.2wtq
'06 S2K, 93 Pump Gas, Direct Port 50/50 WMI, 19psi, GTX3076R, PTUNING Dual 3" Exhaust, Open Dump WG: Evans DynoPack Dyno - 580whp/445wtq
Content List:
PTUNING Billet Aluminum Motor Mount Assembly
PTUNING Turbo oil Scavenging Pump System (includes all oil lines, fittings, relay, and PnP wiring harness)
SPAL 16" HP radiator fan w/ brackets (*optional bracket available for Koyo radiator)
PTUNING Equal Length V-Band Turbo Manifold (full T304 stainless steel)
Garrett GT3076R Ball Bearing Turbo with Tial SS V-Band Turbine Housing .82AR (**GT35R option available)
PTUNING 3" T304 SS V-band downpipe and dumptube (***optional recirculating wastegate tube available)
PTUNING turbo manifold T304SS heat shield
Turbo GT oil restrictor, feed, and coolant lines
Turbosmart Hyper-Gate 45mm WG
Turbosmart Race-Port 50mm BOV
PTUNING 2.5"-2.75" polished aluminum IC piping w/ integrated vacuum block, WMI bung and DBW AIT bung (**** optional red or black textured powder coating will also be available)
PTUNING 4" intake tube with AEM Dryflow air filter (integrated 3/8" NPT fitting for valve cover breather or oil catch can)
PTUNING Bar and Plate Intercooler (24"x11.75"x3")
PTUNING 4-ply silicon hoses and SS T-bolt clamps
PTUNING IC mounting brackets w/ integrated turbo oil scavenging pump mount, air pump mount (for piggy-back ECU owners)
PTUNING hardware installation kit
Options:
* Optional Koyo radiator fan brackets - no additional charge (please specify at time of order)
* GTX3076R Turbo
* GTX3582R Turbo - Recommended only for higher boost applications (i.e Built Low Compression Engine, E85, WMI, Race Gas)
* PTUNING Recirculating wastegate dump tube set-up (+$150).......Note: This will be in place of the standard DTA dump tube set-up
* Stealth Black, Time Attack Red, or custom color powder coating. Please contact us for pricing info
* PTUNING PnP Oil Cooler that works in conjunction with our Oil Scavenging System. Please contact us for pricing info
* PTUNING Aluminum Cold Air Intake Air Box
- Please PM or call us with any questions you may have: info@ptuning.com, (877)-PTUNING
05-12-2010, 09:18 AM
#2
Join Date: Aug 2008
Location: Chandler, AZ
Posts: 236
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Definitely a different type of setup. I like the oil scavenging system. I can tell in the pic which pump that is, and it is the same pump we use. It's an expensive pump, but much more reliable than the cheaper pumps you see.
I thought of doing something similar for my one-off kit, but I am bent on getting my top mount divided T3 manifold to fit
Looks like a nice setup overall.
I thought of doing something similar for my one-off kit, but I am bent on getting my top mount divided T3 manifold to fit
Looks like a nice setup overall.
05-12-2010, 09:42 AM
#4
Originally Posted by Terror,May 12 2010, 01:34 PM
Am I seeing things right? Full boost at around 3,700RPM? That is amazing. Especially on an .82a/r exhaust housing.
05-12-2010, 10:16 AM
#7
Former Sponsor
Thread Starter
Originally Posted by Ramocheese,May 12 2010, 01:18 PM
Definitely a different type of setup. I like the oil scavenging system. I can tell in the pic which pump that is, and it is the same pump we use. It's an expensive pump, but much more reliable than the cheaper pumps you see.
I thought of doing something similar for my one-off kit, but I am bent on getting my top mount divided T3 manifold to fit
Looks like a nice setup overall.
I thought of doing something similar for my one-off kit, but I am bent on getting my top mount divided T3 manifold to fit
Looks like a nice setup overall.
- Toan
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05-12-2010, 10:28 AM
#9
Former Sponsor
Thread Starter
Originally Posted by Terror,May 12 2010, 01:34 PM
Am I seeing things right? Full boost at around 3,700RPM? That is amazing. Especially on an .82a/r exhaust housing.
- Toan