!!!!!!! there are HUNDREDS of S2k owners ON THIS VERY SITE who run 300+whp reliably all day long!! lol please tell me you are joking.

[QUOTE]What S2000 owners are calling reliable isn't the same thing that other people call reliable. You can beat on an SR20 for years at 300-350 hp with nary a hiccup but the forums are littered with posts of blown FC20s.

 

Still the fact is that it isn't as easy to turbo an S as it is to do some other engines. There's the ecu to contend with and the CR. Neither are insurmountable issues, just issues that don't exist with some other engines such as the SR20 the original poster was asking about.

Over and over again I see the biggest issues to SC or Turboing an S are the ecu. Tuning seems to be more of a black art with blown engines on one end of the spectrum and loss of power on the other end.

Then there is the fact the S engine will never have the broad powerband the SR20 will have. Of couse the SR20 won't (doesn't have to) rev to 9k.

As far as fabrication issues dropping the SR20 into the S, it would be much easier than you suppose. I have found that at least the Japanese and European engines all have the shifter pop up within and inch of each other, it is like there is a standard written down somewhere.

Many engines have the engine ecu on a separate harness so that isn't a problem.

The exhaust does come out the other side of the engine which would create an issue with the cat, but that's probably pretty easy to work around.

It is an all aluminum block so we aren't talking significant weight issues. I have it sitting right next to an 04 2.2 engine and tranny combo and the sizes don't vary but by a very little. They are even pretty close to the same height with the SR20 being about and inch shorter.

The diff would probably be the biggest drawback but then again we are already putting Nissan diffs in our cars.

Unique maybe, or it could just be some people want it all. Good looks, a very broad powerband, and something unique. It might not be your cup of tea, but that doesn't make it ludicrous.

 

Ahhhh, Wisconsin_S2k, thanks for being the voice of reason in here .... I thought I was starting to go crazy.

 

This is a completely ridiculous argument.

So, your argument is that the SR20DET doesn't have to contend with the "issues" the S2k has such as the ECU and the CR.

The reason that is just silly, is because of the fact that it is FAR EASIER to swap a head gasket and ECU than it is to CUSTOM FABRICATE AND DESIGN A WAY TO FIT AN SR20DET ENGINE, TRANNY, AND ECU INTO THE S2K!!!!!!1!1!!!!!

 

rofl, there are S2k's with torque curves so flat that you can dance on them from 2500rpm all the way to 8000+rpm. I'd like to see an SR20DET have a torque curve perfectly flat for a 5500rpm range.

 

Wow, this is an even more interesting thread than I intended and does get me thinking in both directions. Let me clarify a bit based on what has been posted so far....

I am curious b/c I have experience w/ SR20s and know how they perform and can tune them relatively easily. There just seems to be more support or "recipes" out there that are pretty much full proof. This doesn't seem to be the case for the f20.. .yet.

I'm sure there are guys that have FI the S2k, but I haven't been around long enough to research everything yet. At initial glance it seems that the tuning/ECU/engine management/etc. is still about trial and error to this point. I guess this would be a function of the # of people that have done it successfully so far.

What is the best engine management avenue for turboing the f20? emanage?

What is the most developed turbo system for the S2k?

Hey, I like boost over NA, that is why the question was asked in the first place. I am in NO WAY trying to argue which motor is the best, most advanced, boat anchor or whatever

Thanks for the input

 

lol, there is no "standard" written down somewhere, and the S2k is not like other cars. last I checked the SR20DET was NOT mounted longitudinally and completely behind the front axle, with a similary oddly mounted transmission that actually mounts up next to the driver. I'm willing to bet the SR20DET tranny has a shift linkage where the S2k does not because of the way the S2k is mounted. and i could go on and on. lol, this is going to be WAY HARDER than you think.

[QUOTE]
Many engines have the engine ecu on a separate harness so that isn't a problem.

 

the amount of misinformation going on in this thread is enough to make anyone go crazy.

 

Bigten... I think you answered your own question there, well, almost at least. You need to research and read up in the forced induction forum and you will see what has been tried and proven to work with the S2K as far as using SC'ers and Turbos with the F20c. As far as the best management, I would say that would be the AEM EMS, but this is only IF you have a tuner that knows how to tune with it. I think that the people on this forum have helped to move the FI scene for our cars past the "trial and error" stages as long as you are not looking to push the envelope too far. The top turbo kits for our cars would have to be LoveFab, InlinePRO, and Full Race, but they each have their own set of headaches associated with them in order to get a car that was NA from the factory to become turbo with no problems whatsoever (ie. rattles, vibrations, small things here and there). Do some homework and maybe you will see why swapping in an SR20 might not be the best route to take. Good luck with whatever you decide to do.

 

There are several ECU and turbo kits available for the S2k. Emanage is not a very good solution. AEM EMS is far better.

Honestly, it's going to be easier and more cost effective to just FI the S2k. There are so many people who have bolt on SC's and turbo kits that have ABSOLUTELY NO PROBLEMS and make 350+whp without issue.