S2000’s are over 10-20 old with most motors covering over 100,000 miles and many over 200,000 miles.  As the miles climb, S2000 motors burn more oil, lose more power and get closer to retirement. 

URGE Paragon motors are an option to refresh and rebuild S2000 motors with a focus on longevity and normally aspirated power potential from 280 to 350+ HP on pump gas.  We use best in class materials, high quality part manufactures and S2000 experienced engine building to increase bore, stroke and redline improving power while reducing reciprocating weight reducing crankshaft forces, vibration and bearing pressures and reducing engine friction extending engine life. 

NSC sleeves are Key #1

The F20/22C uses Honda’s infamous FRM (Fiber Reinforce Metal) cylinder liners.  FRM is a thin and hard material inserted into the cylinders during the casting process.  FRM is a Honda proprietary process that reduces friction and prevents galling on aluminum cylinders enabling industry leading performance while supporting long motor life.  Additionally, using aluminum cylinders provide better transfer advantage over steel liners enabling a more efficient cooling system.  

The downside with FRM, is there really hasn’t been a proven option to reuse the FRM liners for an engine rebuild.  Most engine shops either do not have the appropriate honing stones or are not experienced in the honing pattern to replicate the OEM finish.  Additionally, the few options for aftermarket pistons with claimed FRM compatibility have proven to have accelerated wear compared to OEM. 

The typical alternative to reusing FRM cylinders is to sleeve the motor with steel liners.  However, that creates more conerns and risk.  Many, if not most customers experience sleeve movement or leaking after a few thousand or even a few hundred miles.  For the few engine builders that provide a reliable iron sleeve experience, iron sleeves have several disadvantages vs aluminum sleeves.  First, Iron sleeves must run pistons with looser tolerances to make up for the higher heat expansions of aluminum vs steel.  Looser pistons have increased wear during warm up reducing engine life.  Second, iron sleeves have lower heat transfer than aluminum reducing the cooling system efficiency increasing the potential for overheating.  Finally, steel sleeves have a higher friction robbing noticeable power at higher RPM. 

All URGE Paragon motors use motorcycle industry proven NSC (Nikal Silicon Carbide) cylinder platting applied to the OEM cast in aluminum cylinders.  NSC has a similar composition to Nikasil providing ultra-low friction and high hardness reducing wear and extending engine life.  Our cylinder plater strips off the FRM lining and either NSC plates back to 87mm OEM bore or over bores to 89mm and then adds NSC plating.  Using NSC platting on OEM cylinders retains the reliability of cast in cylinders, aluminum cooling system efficiency and significantly reduces friction enabling measurable HP at higher RPM. 

URGE Halo Stroker Kits are Key #2

The top 2 ways to make normally aspirated power are increase displacement or increase RPMs.  All URGE Paragon motor builds utilize URGE Halo stroker kits that increase displacement and RPM potential while significantly reducing reciprocating weight reducing crankshaft forces, vibration and bearing pressures compared OEM pistons and rods and other stroker kits. 

URGE designs Paragon kits start with ultra-stiff C350 piston pins supporting a smaller length, diameter and thickness reducing pin weight over 40%.  A smaller and stronger piston pin enable a shorter piston compression height reducing the size and weight of the piston over 30%.  A significantly lighter piston and piston pin allows for a much lighter connecting rod over 35%.  Additionally, the smaller compression height permits for a 6mm longer rod reducing friction vs comparable stroke rods. 

URGE designs 99×9 Halo Stroker Kit has ~60, ~240 and ~440 gram pin, piston and rods compared to OEM at ~105, 350 and ~650 grams respectively

URGE Paragon Motors options

URGE Halo stroker kits optimized for Natural Aspiration, Boost is not recommended.

ALL URGE Paragon Base Motors include

• URGE Halo Stroker kits with WPC coated pistons, balance and micro polish crankshaft 
• NSC plated OEM cast in aluminum cylinders 
• New OEM gaskets and seals, WPC coated Aftermarket bearings, Cometic head gasket and ARP studs 
• Toda HD TCT, HD timing chain and oil control orifice 
• Engine cleaning and painting 

Base motors utilize OEM valvetrain that is inspected and recommendations to replace guides, valves, springs, retainers and roller rockers as needed at an additional cost.  Expected power using OEM head and cams and pump gas are 270 to 290 crank hp depending on intake, header exhaust and tune. 

Each of the URGE Paragon Motors 3 displacements options are capable of 350+ HP with supporting modifications; URGE Velocity Headwork, URGE Jerk Camshafts, URGE Sonic ITBs and URGE Unicorn 3” Collector Headers.  URGE Titanium Valves reduce valvetrain stress and support redlines above 9500 RPM on 2.3L 10K Halo stroker kit. 

URGE Velocity Headwork

After increasing bore, stroke and increasing RPM, Headwork is the next highest power potential improvement.  The head ports are the largest influence of the air flow in out of the engine and improving the shape of the ports increases air flow and air velocity. 

Our head porting focuses on air velocity vs air flow hence the name, Velocity Headwork.  Air flow is relatively easy to achieve by simply enlarging up the ports.  The problem is the OEM S2000 ports are too large as is.  Honda missed their original weight targets for the S2000 and needed to improve power to 240 hp late in the engine development cycle.  The simplest way to do this was to increase head flow with larger ports.  The larger head ports contribute to the S2000 feeling lazy below 5000 RPM.  This is due to air velocity not filing the ports and cylinders quickly at lower RPMs. 

URGE Velocity Headwork focuses on changing the shape of the port in key areas minimally cutting the port in other areas.  This focus improves air velocity along with flow, improving both power and responsiveness.  For URGE designs Paragon Motors with 89mm bore, we increase the intake valve to 37mm (+1mm vs OEM) and scale the port to further support higher displacement and power potential.  Combined with the larger displacements of the URGE Halo stroker kits, URGE Velocity Headwork can unlock 10-20 power throughout the mid and higher RPM. 

URGE designs Jerk Camshafts, Stroker and 10K

Along with headwork, camshafts are also a high potential of power improvement.  Valve lift, duration and most importantly extended intake valve closing significantly increase power for larger displacement and higher revving motors.  Even though URGE designs Jerk Camshafts Type R Cams have made over 300 WHP (>350 HP at the crank) on an URGE designs Paragon Motor, we designed a Stroker and 10K cam options. 

Each cam is designed to support a specific stroke and complimentary RPM range.  The Stroker cam increases lift and duration over the type R cam by ~1mm and ~10 degrees respectively to support more air induction on each revolution.  The 10K cam reduces lift by ~0.5mm vs the Stroker cam to reduce valvetrain stress above 9000 RPM while having a similar duration to support higher RPM with the OEM 90.7mm stroke.  Both cams can unlock 15-20+ HP on Paragon motors.  We strongly recommend URGE designs Ultra Valve Spring kit to support all URGE designs Jerk Camshafts. 

URGE designs Sonic ITBs

After optimizing pistons, rods, crankshaft, headwork and camshafts to enable larger displacement and higher revving motors, its critical that the intake and exhaust bolt ons are appropriately sized to support the increased power potentials. 

The OEM intake manifold was designed to support the original displacement and redline.  There has not been an aftermarket intake manifold with a plenum that has made consistent normally aspirated power over the OEM manifold.  The URGE designs Sonic ITBs have proven to make 20+ mid-range HP and 5-10 HP top end vs OEM through removing the plenum restriction and uneven air distribution from a side mounted throttle body. 

The URGE designs Sonic ITBs base set up is a 52mm oval throttle that is sitting just outside the intake ports with a small taper appropriately sized for OEM bottom ends and designed to support 300 crank HP.  Even though, the 52mm oval Sonic ITBs have been tested to >350 HP crank on an URGE designs Paragon motor, URGE designs Sonic ITBs has a 55mm round throttle option.  The larger throttle section provides a more consistent end to end taper reducing potential turbulence and increases air flow potential supporting higher RPM and larger displacements.  The 55mm round Sonic ITBs target 10-15+ HP top end gains on the URGE designs Paragon Motors vs smaller intake systems.  

URGE designs Stroker 3” Unicorn

Like the URGE designs Jerk Camshafts and Sonic ITBs, the URGE designs Unicorn header also comes in a larger size to support the increased displacement and RPM provided by the URGE designs Halo Stroker kits and Paragon Motors.  OEM and aftermarket headers have between a 2 and 2.25” collector with 2.5” outlet that are optimized up to 300 HP.  Beyond 300 HP, smaller sized collectors will start to become a choke point reducing torque at higher RPM. 

The URGE designs Stroker 3” Unicorn has enlarged the secondaries and collector vs the standard size with a 3” outlet.  It comes with a 3” ball and socket joint to replace the OEM 2.5”.  The 3” socket will need to be welded into a 3” test pipe or 3” header back to optimize the higher exhaust flow.  The URGE designs Stroker 3” Unicorn header can open 10-15+ HP top end gains vs OEM and other aftermarket headers on normally aspirated motors capable of 350+ HP. 

URGE designs Titanium Valves

Reducing valve weight has a remarkable impact on extending engine life and increasing power.  Similar to pistons, valves oscillate dozens of times per second with valve weight adding exponential stress to the complimentary parts (roller rockers, springs, retainers) that control them.  As brilliant and reliable as the Honda VTEC and roller rockers are, there have been occasional failures due to extended RPM and engine miles.  RPMs have an exponential stress increase on the valvetrain, and valve weight reduction is critical for revving beyond 9000 RPM. 

Unlike pistons, valve size or shape design is limited.  Thus, the primary design option to reduce valve weight is a material change.  Over the last few decades, Titanium has proven to be a reliable valve material when using the right alloy, surface coating and seat material.  Titanium 6242 the highest strength temperature stability (550 C) vs typical automotive titanium alloys.  This is critical for exhaust valves which can approach these temperatures.  Additionally, Chromium Nitride (CrN) is applied to the surface of URGE designs titanium valves to increase surface hardness and reduce friction to reduce wear extending valve life.  Although titanium valves with CrN have been proven to work with steel seats in OEM motorcycle applications, we do recommend swapping out valve seats to a copper-based alloy to further extend Titanium valve life. 

Here is a great article from the legendary engine builder Reher Morrison on the valvetrain reliability, engine performance and overall acceleration gains enabled by Titanium Valves. 

Fluidampr

Inline 4 motors have high secondary imbalance due to piston acceleration differences between the top and bottom half of the stroke.  The secondary imbalance grows exponentially with RPM creating larger vibrations at high RPMs.  Most inline fours have an internal balance shaft to counter some of these vibrations, but Honda did not include one with the S2000, most likely to improve engine response.  The F20/22C does have a crankshaft damper that reduces engine vibration and crank twisting from the power strokes.  Even though the S2000 motor is one of the most highly optimized engines ever, OEM practically and cost control create opportunity to improve vibration and crankshaft twist damping. 

Fluidampers are a revolution in engine damper design.  Typical engine dampers are a weighted ring attached to a crank hub via rubber rings that limited in RPM damping range and overall part life.  Fluidamprs have a weighted ring suspended by a high viscosity fluid inside a sealed chamber and can dampen over a wider frequency of RPM with a part life longer than the engine itself.  When tested with a vibrometer, the F20/22C has almost 2 orders of magnitude less vibration vs the OEM damper. 

Even though URGE Halo stroker kits have less vibration due to the ultralight piston, pin and rod design, we highly recommend a Fluidampr on all URGE Paragon motors.  Fluidamprs will further reduce vibrations, extend engine life and never have to be replaced like the OEM or aftermarket dampers that use rubber rings. 

URGE designs Perpetual Dry Sump  

S2000 are known for having oil supply problems that have ruined bearings of many OEM and built motors on track.  As owners modified their S2000s with better suspension, sticker tires, wider wheels and aero, they would simply out corner the oil supply capabilities of the OEM wet sump.    There are several baffle solutions on the market with proven limitations; increased oil temps, broken welds or simply not eliminated oil starvations as some S2000 still out corner a baffle. 

The universal solution to oil starvation race cars are dry sumps.  You simply can’t out corner a dry sump with a properly sized oil tank.  Additionally, dry sumps can improve power by creating a vacuum at the bottom of the engine reducing crankshaft windage losses at higher RPM. 

The URGE designs Perpetual Dry Sump was designed in collaboration with the world leader in aftermarket dry sump design, Dailey Engineering and includes several S2000 focused features.  First, the URGE designs Perpetual dry sump uses the internal pressure return line which utilizes the OEM oil filter locations.  This reduces cost and complexity of having a remote mounted oil filter.  Additionally, a flywheel shield is included as it is exposed due to the longitudinal engine layout and low depth dry sump pan.  Also, an optional air conditioner compressor bracket is available as the OEM oil pan mounts the AC compressor and many S2000 owners do not want to give up AC with a dry sump.  Finally, the crankshaft drive gear is design to mount off a Fluidampr to eliminate any potential failures by modifying and OEM crank damper and provides the added benefit of reducing motor vibrations and motor engine life. 

URGE designs has also developed an integrated oil tank, dual pass radiator and oil cooler that mounts in the OEM radiator position significantly reducing complexity and length of oil lines needed.  The high efficiency, dual pass, triple core radiator and oil cooler with 16” fan, significantly improve the cooling capability of the OEM system. 

timeline

Paragon motors are designed to build and ship with in 3-4 month including 1–2-month turnaround time for NSC cylinder plating. 

Pricing