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Before I tell you about the rebuild, let's start with a little history.
Some of you may remember my S2000. I bought it new in April of 2004 and it had a custom log manifold turbo setup with GT3076R by September. I did most of the work with the help of a few friends. Many people had blown up their S2000’s with boost, so I made sure it had an AEM EMS installed before I even began the turbo install. This first setup didn’t last too long as I wanted more power and for VTEC to actually be fun again.

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Fast forward to April 2005, over the next few months, TC’s performance in Colorado built the new setup with a custom, equal-length,top mount turbo manifold. The performance was great, but this setup would also be short lived.

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Soon after it was completed, the turbo manifold melted through multiple stainless steel braided coolant lines for the turbo and eventually the motor overheated (I didn’t have a Modifry ECT driver and the AEM wouldn’t run the coolant temp gauge). Upon teardown, we found scoring of the cylinder walls. This time, I decided to do things right and the S2000 went back into the shop. By November of 2005, a Golden Eagle sleeved block with 9.5:1CR Aries pistons and Pauter rods was complete and ready for the car. I believe this was the first AP2 to receive such components since we had difficulty finding any AP2 parts for a forgedmotor. During this rebuilt, Modifry’s ECT driver, a Koyo radiator, a catch can, and a polished valve cover were all installed.

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After a half of a day on the dyno back in December of 2005, I self-tuned the car to 443 whp and 363 ft-lbs on 91 octane. We had tried to fix all of the problems from the previous two builds and in fact, this setup lasted with minimal changes until earlier this year. The biggest changes over the years were a Walbro 255HP fuel pump, then Full Blown 340 fuel pump, Inline Pro fuel rail, Asura exhaust, full sound deadening, and multiple stereo setups.

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In 2011, I moved to Pennsylvania. I finally had a garage of my own that was big enough for multiple cars and all of my tools. I moved the S2000 out from South Dakota. To get it to pass emissions, I installed a KPro III. I don’t like KPro nearly as much as the AEM, but the car made it through emissions testing with flying colors.

Between 2005 and 2012, the turbo manifold cracked multiple times. I finally decided to replace it and went with a PFab equal length T4 divided top mount manifold. This would allow me to run a S300SX FMW turbo and hopefully get a bit more power with minimal change in spool. While the completed setup would look similar, this required a lot of changes to other components. This rebuild process will be documented below…




Tim

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And here is where it sits now. Not specifically shown is the new Synchronic diverter valve. Shown indirectly are the relocated A/C lines and oil filter returned to the stock location. I previously ran an Ultimate Racing oil filter relocation kit, but am happy to have it all back to factory.

I started with a clutch replacement. The SPEC Stage 2 clutch disc was driving me nuts with rattling, so I replaced it with the stock disc I had leftover from 2004/2005.
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I also replaced my drivers side Megan Racing engine mount with a factory mount. The vibration was excessive.
And a black anodized Full Race intercooler to replace my E-bay intercooler.
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PTuning radiator fan required by new routing of intercooler piping
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New turbo vs old turbo
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And the new turbo manifold mounted
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New turbo test fitted.
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As you can tell, the exhaust is only 1/8" or so from my relocated fuse box. Even a heat shield wouldn't be enough to save it. As a result, it must be relocated. I am attempting to save the factory windshield washer reservoir and locate the fuse box next to it. It's a tight fit and will require cutting and welding the frame, but it has been done before.
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Tim

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Oh, and if this single project wasn't enough, here's what else I have going on (based on what I can remember). Everything described below is either sitting in my garage or in the mail right now. I have to finish the S2000 (including teaching myself how to weld) before I can get too far into these projects though.


Saab 9-7X: LS3 heads, LS9 cam, L92 intake, House of Boost D1SC Procharger kit, 56 lb injectors, Aeromotive 340 fuel pump, 4" MAF, 6L80E swap in place of current 4L65E, American Racing 1 7/8" headers, Factory Reproductions 20 x 10" TBSS wheels with Saab 9-7X Aero center caps and 295/40R20 tires.


Monte Carlo: Engine swap with rebuilt 96/97 3.4 DOHC engine with 8.75:1 CP pistons and Pauter rods. Transmission swap Getrag 284 manual transmission in place of current 4T60E. OBD2 swap. T04Z 67mm DBB turbo to replace current 60 trim T04E. 13" front brake setup. Etc.
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Tim

illestrolla

Tim,


I must ask.

Do you have money falling out of your ass!!!!!!!!?



In all seriousness tho, looks like an excellent set of builds you have going on!

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Nah, just been working on and gathering parts for the Monte Carlo for 12 years, the S2000 for 8 years, and the Saab for 5 years. Some of the parts are new, but most have been bought over a few years and have just been waiting for me to have the time and garage to get it done.

Tim

illestrolla

Minchia, talk about dedication!

the S2 should be a blast! I love my BWs366 setup and this should hit a LOT harder

Keep us updated!!!

Tons of great resources here on this board.

s2klariat

Lots of good stuff going on in that garage, I like it!

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So, today I replaced my heater control valve cable after years of it being melted. The easiest way to do it is by removing the passenger side airbag. The airbag only takes a minute to remove and makes the job infinitely easier.

I also put the downpipe on to check clearance. I was quite happy with what I saw. This PFab manifold has way more clearance on the downpipe than my old setup. There was a good 1/4" clearance on the down pipe. With that said, I will probably still take an air hammer to the frame to try to get another 1/8-1/4" clearance.
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I also started a cut into the passenger side frame for the fuse box relocation. I don't want to lose the factory windshield washer reservoir and this location will allow me to save it. I'll go back and clean up the back edge later and will likely weld the cut edge. Then the box I weld in will only have 3 sides plus two mounting tabs for the fuse box.
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Tim

S2K-F8

Nice write up Tim!

Your fuse box solution is very clever, I like

Scott-

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I can't take credit for it. I searched on here and it's been done at least twice before. I figured that it was easier to cut the frame to relocate the fusebox than to fabricate a new washer reservoir that looks decent and holds a reasonable volume of fluid.

Tim