Can You Turbo a Honda S2000?

Yes—turbocharging a Honda S2000 is absolutely possible, and with the right parts, tuning, and supporting upgrades, owners commonly see 300–400 wheel horsepower on stock internals. That said, the S2000’s high-compression F20C/F22C engines demand careful tuning, quality fuel, and realistic expectations to preserve reliability, drivability, and legality on public roads.

What Turbocharging the S2000 Involves

The S2000’s naturally aspirated 2.0L/2.2L engines are engineered for high-rev performance with compression ratios around 11:1. Turbocharging introduces significant cylinder pressures and heat, which means fuel delivery, engine management, and cooling must be upgraded in tandem. AP1 (2000–2003) and AP2 (2004–2009) models differ in displacement and ECU strategies, but both can be successfully turbocharged when the system is designed as a whole, not piecemeal.

Safe Power Levels and Reliability

Owners typically target modest boost to balance performance and engine life. Conservative torque management and a reputable tune are more important than a headline horsepower number, particularly on pump gas.

The following benchmarks illustrate common, real-world targets on stock internals with good tuning and healthy engines:

• 91–93 octane pump gas: ~300–350 whp, ~6–9 psi, torque limited to protect ringlands.
• E85 or flex-fuel: ~360–420 whp at similar boost, thanks to greater knock resistance and cooling.
• Built engines (forged pistons/rods, head studs): 500+ whp is achievable with appropriate hardware and fueling.

Keeping torque in check, using knock control, and managing heat are critical. Many tuners also lower the boost rev limit slightly under load compared to the stock 8,900–9,000 rpm to reduce stress, unless valvetrain upgrades and comprehensive engine builds are in place.

Core Components You’ll Need

A reliable turbo setup is a system. The components below are the foundation; the exact spec depends on your power goals, budget, and emissions needs.

• Turbocharger matched to target power (e.g., modern ball-bearing units in the 58–67 mm range for 300–450 whp).
• Exhaust manifold and external wastegate (quality welds and heat management are crucial).
• Front-mount intercooler and charge piping with quality clamps to prevent boost leaks.
• Downpipe and high-flow catalytic converter (or track-only test pipe where legal).
• Fuel system upgrades: larger injectors (e.g., 550–1000 cc), high-flow pump, and proper fuel pressure control.
• Engine management: standalone ECU or reflash/tuning solution compatible with forced induction.
• MAP sensor upgrade (e.g., 3–4 bar) and boost control solenoid.
• Oil feed/return lines for the turbo, with proper filtration and restrictor as required.
• Colder spark plugs, wideband O2 sensor and gauge for monitoring.
• Cooling and reliability add-ons: upgraded radiator, oil cooler, and optionally a baffled oil pan for track use.
• Stronger clutch and possibly a lightweight flywheel; consider fresh engine/trans mounts.

Investing in high-quality hardware and heat shielding pays dividends in durability and serviceability, especially in a tightly packaged engine bay like the S2000’s.

Tuning and Engine Management

The S2000’s ECU strategy varies by model year. Sound calibration is the single most important factor in how long your turbo setup lasts.

Here’s how owners commonly approach tuning by model year and feature set:

• 2000–2005 (AP1/AP2): Popular to run a standalone ECU (e.g., Haltech Elite/NSP, Link G4X). Older AEM EMS solutions exist but are less common now. Piggybacks are generally discouraged for serious builds.
• 2006–2009 (AP2): Hondata FlashPro supports reflash tuning of the factory ECU, including forced induction with proper sensor scaling and injectors; many successful turbo builds use this path.
• Advanced features: Knock control, boost-by-gear, flex-fuel (ethanol content sensor), and closed-loop lambda are strongly recommended.

Work with an S2000-experienced tuner. A conservative ignition map, proper boost control, and accurate fuel modeling will protect the engine far more than any single hardware upgrade.

Budget and Timeline

Costs vary widely with parts selection, labor rates, and whether you build for street, track, or show. Expect to budget beyond the core turbo kit for supporting systems and professional tuning.

Typical outlays for a well-rounded street build include:

• Hardware (turbo, manifold, intercooler, piping, wastegate/BOV, downpipe/cat): $4,000–$8,000+
• Fuel system, sensors, and ECU/tuning solution: $1,500–$4,500+
• Clutch and drivetrain consumables: $800–$2,000
• Cooling (radiator, oil cooler, heat management): $600–$2,000
• Labor and dyno tuning: 25–50+ hours shop time; $1,500–$5,000 depending on region

All-in, many quality street builds land in the $8,000–$15,000+ range, with timelines from a few days to several weeks depending on parts lead times and fabrication needs.

Legal and Insurance Considerations

Emissions compliance is a major factor. As of now, no widely available, CARB-exempt turbo kit exists for the S2000, meaning street legality in California and other CARB-aligned states is problematic. Elsewhere, inspections and insurance disclosure requirements vary.

Key considerations include:

• Emissions: Confirm local regulations; a high-flow catalytic converter may be required but does not guarantee legality.
• Insurance: Notify your insurer about modifications; undocumented power adders can affect coverage.
• Noise and visual inspections: Expect stricter scrutiny in jurisdictions with periodic checks.

Plan for compliance from day one; retrofitting for inspections later is often costlier and riskier.

Drivetrain and Chassis Prep

More power exposes the rest of the car. The S2000’s transmission and diff handle moderate increases well, but traction and heat management are recurring themes.

Owners often make the following supporting upgrades:

• High-performance tires and a fresh alignment; consider wider rears for traction.
• Brake pads/fluid upgrade for repeated high-speed stops.
• Engine/trans mounts and differential bushings to control movement under load.
• Baffled oil pan or oil surge solutions for track work to prevent starvation.
• Cooling stack optimization: radiator, fans, and ducting to manage heat soak.

These changes improve drivability and help ensure the added power is usable and safe.

Common Pitfalls and How to Avoid Them

Turbo S2000 builds fail more often from small oversights than from big-ticket parts. Attention to detail is non-negotiable.

Watch for and mitigate the following issues:

• Boost leaks from poor couplers/clamps—pressure test the system.
• Inadequate fuel pump wiring—use proper relays and check voltage under load.
• Overly aggressive torque targets—limit midrange torque to protect ringlands.
• Insufficient heat shielding—protect wiring, brake lines, and the clutch master area.
• Ignoring oil control—monitor levels and temps; consider an oil cooler for spirited use.
• Skipping professional tuning—generic maps are risky, especially on high-compression engines.

Addressing these details during the build prevents costly setbacks and extends engine life.

Alternatives to a Turbo

If your goals prioritize linear response, smog compliance, or simplicity, consider other routes. Supercharger kits and refined naturally aspirated builds remain popular with S2000 enthusiasts.

Common alternatives include:

• Centrifugal superchargers (e.g., Rotrex-based kits) for 60–120+ whp gains with OEM-like drivability.
• High-quality NA packages: header, exhaust, intake, ECU tuning, and cams for modest but responsive gains.
• E85 conversion on NA setups for small power/response gains if available in your area.

These options can be easier to live with daily, and in some regions, easier to keep road-legal.

Real-World Expectations

A properly executed turbo S2000 feels transformative: strong midrange torque, rapid acceleration, and still the same crisp chassis balance. Traction management, heat control, and a conservative, well-verified tune make the difference between a thrilling, dependable car and an expensive project.

Summary

You can turbo an S2000—and many owners do—with excellent results. Aim for a cohesive package: matched hardware, upgraded fueling and sensors, proven engine management, careful torque control, and robust cooling. Budget realistically, respect local laws, and partner with an experienced S2000 tuner. Do that, and 300–400 whp on stock internals is attainable, responsive, and durable for street and track alike.

Can you add a turbo to a VTEC engine?

Yes, VTEC (Variable Valve Timing and Lift Electronic Control) engines can be turbocharged. In fact, Honda has produced several VTEC Turbo engines, combining the benefits of VTEC with the power of forced induction. VTEC allows for more efficient breathing at higher RPMs, which complements the increased airflow provided by a turbocharger. 
Here’s a more detailed explanation:

• VTEC: This system adjusts the valve timing and lift to optimize engine performance at different RPMs. It typically has a low-speed cam profile for fuel efficiency and a high-speed cam profile for power. 
• Turbocharging: This method uses a turbine driven by exhaust gases to force more air into the engine, increasing power output. 
• VTEC Turbo: Honda has combined these two technologies to create engines that offer both the responsiveness of VTEC and the power of a turbocharger. 
• Tuning: When turbocharging a VTEC engine, proper tuning is crucial to ensure the engine runs efficiently and reliably. Tuning can adjust parameters like VTEC engagement points and fuel delivery to match the boosted airflow. 
• Benefits: Turbocharging a VTEC engine can lead to significant increases in horsepower and torque, particularly at higher RPMs where the VTEC system is most effective. 

This video shows the process of installing a turbo kit on a VTEC engine and the first start: 55sBoosted JohnYouTube · Apr 28, 2022

Does the S2000 have turbo?

No, the Honda S2000 is not turbocharged from the factory. It is a naturally aspirated car, meaning it relies solely on the engine’s displacement and intake and exhaust systems to generate power. However, many aftermarket turbocharger kits are available for the S2000, allowing owners to significantly increase its horsepower and performance. 
Here’s why the S2000 is typically not turbocharged from the factory:

• Naturally Aspirated Design: The S2000’s engine, specifically the F20C and F22C1, is known for its high-revving, naturally aspirated design. This design prioritizes throttle response, linear power delivery, and a thrilling driving experience at high RPMs. 
• Specific Power Output: The S2000 engine had a high specific power output for a naturally aspirated engine, meaning it produced a lot of power for its displacement. For example, the AP1 S2000 had a specific output of about 124 hp per liter. 
• Focus on Balance and Handling: The S2000’s design emphasized a balanced chassis, precise handling, and a lightweight feel, rather than maximum horsepower. Adding a turbocharger would require significant changes to the engine and chassis to handle the increased power and potential for increased weight. 

Aftermarket Turbocharger Kits:
Despite the factory design, many aftermarket companies offer turbocharger kits for the Honda S2000. These kits typically include: 

• Turbocharger: A turbocharger to force more air into the engine. 
• Intercooler: An intercooler to cool the air after it’s compressed by the turbocharger. 
• Fuel System Upgrades: Upgraded fuel injectors, fuel pump, and ECU tuning to accommodate the increased fuel demand. 
• Engine Management System: A standalone ECU or other system to manage the engine’s operation with the turbocharger. 
• Exhaust System Upgrades: Upgraded exhaust system to handle the increased exhaust flow. 

Benefits of Turbocharging:

• Increased Power and Torque: Turbochargers can significantly increase the horsepower and torque output of the S2000, especially at lower RPMs. 
• Potential for Higher Top-End Power: With proper tuning, turbochargers can also boost the engine’s power output at higher RPMs. 

Considerations for Turbocharging:

• Cost: Turbocharger kits can be expensive, and additional costs may be incurred for installation and tuning. 
• Complexity: Turbocharging adds complexity to the engine and requires expertise to install and tune correctly. 
• Potential for Reliability Issues: If not installed and tuned properly, turbocharging can put stress on the engine and potentially lead to reliability issues. 
• Impact on Handling: Adding a turbocharger can affect the weight distribution and handling characteristics of the car. 

How much boost can a S2000 handle?

For supercharged s2000s we recommend keeping boost around the 12 psi range on 91 octane, and 14-15 psi on 93 octane on stock compression/stock engines. Anything higher and too much ignition timing is pulled in the tune to keep knock levels in check.

How much HP can you get out of a S2000?

It features a front-mid engine rear-wheel-drive layout with power delivered by a 1,997 cc (122 cu in) inline four-cylinder DOHC VTEC engine. The engine (codenamed F20C) generates power outputs of 177–184 kW (241–250 PS; 237–247 hp), and 208–218 N⋅m (153–161 lbf⋅ft) of torque depending on the target market.