The S2000 engine uses a starter that mounts to the engine. Notify me of follow-up comments by email. This would require a new and heavy transmission and differential to handle the increased torque. For starter clearance, a window was machined into the cast aluminum pan and a filler panel was cut, bent, and welded in. Supra Mk3 with a 700+ hp Twin-Turbo 2.7 L Radical V8, Toyota MR2 with a 1046 whp Turbo 3S/5S Inline-Four Goes 8.31 sec, Mitsubishi Pajero Evo with a Supercharged LTx V8 Update. Total weight: 25 lbs from headers to tip. The factory inline-four has been replaced with a 3.5 L J35 V6 from a 2002 Honda Odyssey. It’s been done many times, the motors are powerful, light, and compact. isn’t it usually on the driver side? Total mass saved when using S2000 alternator and Pro Crank Pulley: 4475 grams / 9.87 lbs (mostly rotating mass). So your using the odyssey crank and pistons ? It also opens up some options for other pulleys such as the Sector One Design S2000 Pro Crank Pulley, factory Honda S2000 crank pulley, or a Fluidampr pulley. I highly recommend the Evans Performance Academy courses. All that being said, the original intent to supercharge my S2000 was to give it the power needed to run with the fastest cars on track. Baffles are typically welded in and sometimes bolted to the engine block via spacers. The Inline Pro adapter kit comes with a starter spacer which includes a thin shim and a thick spacer. Next time, I’m building titanium. Total weight decreases and the MOI of the pulley decreases substantially. Required fields are marked *. Great build! Adapter Plate and engine mounts needed some modifications to fit: Picked up a magnesium intake manifold from a 2009 TL SH-AWD. I purchased the Prank Parts alternator relocation kit, machined the lower mount to fit the engine mounts, and replaced all the hardware. Learn how your comment data is processed. The J32A2 oil pan has a fairly deep sump at the oil pump pickup. use a 12v rpm activated input for vtec solenoid. Unfortunately, there isn’t much room to add a baffle with trap doors so instead, a baffle was designed to prevent the oil from sloshing up the side walls and out of the sump. 140 mph through turn 1 at Pacific Raceways is scary enough. and I have all sensors , actuators, relays, ECM , controllers , etc etc from the Accord .

Dont worry i was kidding. Turbo lag, throttle response, heat, etc all add up to frustration for me. There are a couple different starters that will fit in this location including a starter for the base RSX ’02-’04 (K20A3). No replacement for displacement – as they say. You can also follow the progress on Instagram: @sectoronedesign, Lots of “Honda Power” in the shop at the moment. Compared to the previous engine (F22C, internally stock, Rotrex SC) on same dyno. It will bolt to a TH400 three-speed transmission with a manual valve body thanks to a Marked Motorsports adapter plate. With the stock engine I was stuck behind them in the corners and unable to pass on the straights. Overall, the tuning went well. Good evening. 320 whp, 220 lbs. Are these engines that underrated or was the OEM exhaust manifold that restrictive? I designed this baffle to bolt to the block using the windage tray mounting screws with standoffs. The motor will feature eBay connecting rods, Holley intake, GM coilpacks, and LSx throttle body. Project J35A S-10 is building a 1989 Chevy S10 truck for drag racing using a turbocharged 3.5 L Honda J35A V6. The engine upgrades include heads and cams from a Acura TL Type-S (J32A2), upgraded springs, and a 72 mm turbocharger. ft. SAE corrected. I’d rather not relocate the steering rack and any modifications to the subframe results in penalties under the race class I run in (treated as a tube frame chassis). I think the weight will come within 20-30 lbs of the current engine/supercharger/intercooler. Acuity Podium Oil Cap  I’m not one to buy fancy engine dress up parts but this oil cap impressed me with the quality and intelligent design features. This is a single belt pulley and much smaller in diameter. Makes me wonder why Honda didn’t stuff the V6 into the Type R, which would’ve been great. I used a Denso 280-0334 due to it’s slightly smaller total height with the external solenoid. Notify me of follow-up comments by email. I really enjoy the instant response of a naturally aspirated car or supercharged car. The FSAE car will be priority, however, I’m pretty excited for this swap project so I’ll be working on it fairly often. Many hours of labor. This weakens the nose which supports the starter gear.

Supra Mk3 with a 700+ hp Twin-Turbo 2.7 L Radical V8, Toyota MR2 with a 1046 whp Turbo 3S/5S Inline-Four Goes 8.31 sec, Mitsubishi Pajero Evo with a Supercharged LTx V8 Update. There will be lots of learning, fabrication, and likely a few mistakes along the way. Fabricated an ECU mounting plate that allows the AEM Infinity to drop into the factory location. Note for anyone planning to run the ASP headers, mod these first before building the rest of the exhaust system or maybe ask ASP to tuck it up a bit higher and skip the v-band.

Contact me if you are interested in the brand new TL alternator and Prank Parts relocation kit. I am actually really happy with the current speed of the car and have no desire to have higher top speeds. Fabricated a new clutch hard-line to move it away from the header and fabricated some hard-lines for the fuel pressure regulator and brake booster. Progress continues on the J32A2 V6 swap into the S2000.

To get a flat hp curve, you really need a positive displacement supercharger, turbo, or bigger engine displacement. it is possible as there are many people running them, Your email address will not be published. I did try some virtual dyno pulls but the numbers were significantly off and 3rd gear pulls often resulted in small amounts of wheel spin over bumps which really throws the numbers off. The factory inline-four has been replaced with a 3.5 L J35 V6 from a 2002 Honda Odyssey. We are a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for us to earn fees by linking to Amazon.com and affiliated sites. Cylinder 1 and 2 are still noisy so I increased the knock floor for those two cylinders.

This kit drops the alternator down to where the AC compressor once lived. Just kinda wanting to eliminate most of the non used stuff and just run whatever to make the engine run good and transmission work until I can manual transmission swap it. The relocation solution was great but I was not happy with the factory crank pulley. We stripped the harness and used the factory wire and connectors whenever feasible. There is also a horizontal trap door integrated into the rubber sheet to allow oil to drain into the sump but block oil from escaping the sump under slosh conditions. I have experience tuning AEM Series 2 ECU’s but the Infinity is new to me so I purchased the AEM Infinity Master Training Course from evansperformanceacademy which has been very helpful. I am somewhat doing the same project besides my J series VTEC is in the rear of a 1989 Honda CRX. The V6 power starts dropping at 7,000 rpm due to head flow and cams. I have the body of the CRX wired for lights, horn, wipers, etc etc. What pistons are you running to have a low enough compression for 31lbs of big boost? The first event was the Global Time Attack race at the Ridge Motorsports Park which has a few big compressions and I was concerned that I’d grind through the exhaust by the end of the weekend. My daily drivers are a 2015 WRX and a 2001 Dodge RAM Turbo Diesel 24V. Most of the harness is made from the Acura TL Type S harness that came with the engine. Harness is protected with Raychem DR-25 and Raychem/Sumitomo adhesive lined heat shrink at all joints and terminations.


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