S2000’s are over 15-25 years old with most F20/22Cs covering over 100,000 miles and many over 200,000 miles.  As the miles climb, S2000 motors burn more oil, lose power and get closer to retirement. 

URGE Paragon motors are an option to refresh and rebuild S2000 motors with a focus on longevity with normally aspirated power potential from 280 to 380 HP on pump gas.  URGE velocity headwork, Jerk camshafts, Sonic ITBs and Unicorn header w/ 3” outlet are needed to make the maximum power.  We use best in class materials, part design, quality manufactures and S2000 experienced engine building to increase displacement and redline improving power while reducing reciprocating weight, crankshaft forces, vibration and engine friction maximizing engine life. 

URGE Halo Stroker Kits are Key #1 

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 compression height reducing the size and weight of the piston over 30%.  A significantly lighter piston and piston pin allows for ~30% reduction in connecting rod reciprocating weight.  Additionally, the smaller compression height allows for a 6mm longer rod reducing friction vs comparable stroke rods. 

NSC sleeves are Key #2 

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.  Additionally, using aluminum cylinders provide better transfer advantage over steel liners enabling a more efficient cooling system.  

The downside with FRM is that it has a higher wear rate noticeably burning oil as the miles climb.  Additionally, 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.  Finally, 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 concerns 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 higher friction robbing noticeable power at higher RPM. 

All URGE Paragon motors use a proven NSC (Nikal Silicon Carbide) cylinder platting applied to the OEM cast in aluminum cylinders.  NSC provides ultra-low friction and high hardness reducing wear and extending engine life.  Our cylinder plater strips off the FRM lining and 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 providing measurable HP gains at higher RPM. 

URGE designs 99×9 Halo Stroker Kit has ~60 and ~240 gram pin, and piston compared to OEM at ~105 and >350 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 kit with WPC pistons, head chamber work for 89mm bore 

• NSC plated OEM aluminum sleeves, boring and final honing 

• New gaskets and seals, ARP head studs and WPC coated performance bearings 

• Toda TCT and HD chain 

• Disassembly, cleaning, block painting, oil pump porting and long block assembly 

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 300+ crank hp depending on intake, header exhaust and tune. 

Each of the URGE Paragon Motors 3 displacements options are capable of 360+ 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 and valve size.  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 and not cutting the port in other areas.  This focus improves air velocity along with flow, improving both power and responsiveness.  Proving air velocity is more important than flow, we have dyno tested to make more power on our Paragon Motors with an OEM sized valve and not touching parts of the port vs a +1mm valve and touching all the port.   URGE Velocity headwork can unlock 10-20 power throughout the mid and higher RPM on a Paragon motor bottom end vs an OEM head. 

URGE designs Titanium Valves 

Reducing valve weight has a remarkable impact on extending valvetrain life and increasing power.  Like 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. 

Valves have fewer dimensions of freedom for design, thus changing the material is the best path to reduce valve weight.  Over the last few decades, Titanium has proven to be a reliable valve material when using the right alloy and surface coating.  Titanium 6242 the highest strength temperature stability (550 C) vs typical automotive titanium alloys.  This is especially critical for exhaust valves.  Additionally, Chromium Nitride (CrN) is applied to the surface of URGE designs titanium valves to increase surface hardness and reduce friction and extending valve life.  Titanium valves with CrN have been proven to work with steel seats in OEM motorcycle for quite a while. 

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

URGE designs Jerk Camshafts 

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 RPM motors.  Our URGE designs Type R Jerk Camshafts have made over 300 WHP on a mustang dyno (>380 HP at the crank) on an URGE designs Paragon Motor. 

We are working on an extended duration 10K cam option to make power and reduce stress beyond 9K RPM.  URGE designs Jerk cams can unlock 15-20+ HP on Paragon motors vs OEM cams.  We require URGE designs Ultra Valve Spring kit with larger wire diameter, surface treatment and reduced coils to support high lift and reduce dynamic weight.   

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 Sonic ITBs 

After optimizing pistons, rods, crankshaft, headwork and camshafts to enable larger displacement and a higher RPM motor, it’s critical that the intake and exhaust bolt ons are appropriately sized to support increased power potential. 

The OEM intake manifold was designed to support the original AP1 2.0L 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 are the only S2000 oval throttle on the market matching the OEM port shape.  Also, the Sonic ITBs sit closer to the intake ports than any ITB on the market enabling the fastest response.  URGE ITBs feature a flat throttle blade providing the least port flow disturbance.

We have tested multiple throttle sizes and using a 52mm overall throttle vs larger round throttles produced the most torque and hp.  The URGE designs Sonic ITbs have scalable runner and trumpet diameters from 55 to 65mm and the larger 65mm trumpets produced the best results at >380 HP crank horsepower on an URGE designs 2.5L Paragon motor. 

URGE designs Unicorn header and 3” outlet option 

The URGE designs unicorn header has been customer tested to provide 5-10 hp tuned vs tuned vs OEM header across the midrange and top end on stock bottom motors.  Untuned dyno comparison tend to be misleading as they show gains from leaning out AFR vs exhaust pulse tuning.  The URGE unicorn header will provide even larger gains on higher hp capable Paragon motors. 

Like the URGE designs Sonic ITBs, the URGE designs Unicorn headers also come in a larger size to support the increased displacement and RPM provided by the URGE designs Halo Stroker kits and Paragon Motors.  Our base header has a 2.5” outlet designed to connect with OEM sized catalytic converter, high flow cat or test pipe.  This standard sizing can be a restrictive for larger hp NA motors.  The URGE designs Stroker 3” Unicorn has enlarged the secondaries, collector and outlet to unleash the full potential of our Paragon motors, potentially providing 5-10 hp top end vs our 2.5” outlet header. 

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. 

Fluidamprs 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. 

Pictured below: Customer provided Vibrometer reading taken off S2000 motor, OEM damper on left, Fluidampr on right 

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 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 like 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 in 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 specific 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

1. Base Motor includes 
   • • URGE Halo Stroker kit with WPC pistons, head chamber work for 89mm bore 
     • NSC plated OEM aluminum sleeves, boring and final honing 
     • New gaskets and seals, ARP head studs and WPC coated performance bearings 
     • Toda TCT and HD chain 
     • Disassembly, cleaning, block painting, oil pump porting and long block assembly 
2. Base motor pricing using customer supplied core 
   • • $10,600 2.3L, 10K RPM bottom end (customer supplied F22 crank) 
     • $10,200 2.4L, 9K RPM (including new K24 modified crank) 
     • $10,900 2.5L, 9K RPM (including new K24 modified crank) 
3. Timeline and shipping estimate 
   • • 2-3 months for engine swaps (STRONGLY PREFFERED), once motor is ready, deposit required until customer returns their motor with usable head, roller rockers, block 
     • 4-5 months to use customer supplied block and head and crank 
     • Shipping estimates $750; return motor in continental US, roundtrip block, head and crank work 
     • URGE supplied core charge or deposits for engine swaps 
       1. $3500 for 99mm motors 
       2. $5000 for 90.7mm motors (additional cost for rare F22 crank) 
4. Options (discounted prices below when purchased with Paragon motor) 
   • • $1750 Velocity Headwork 
       1. $350 Steel valves (must select either Steel or Ti valves) 
       2. $1400 Titanium valves including lash caps (needed for >9,000 RPM) 
     • $1300 Jerk Stroker or 10K cams 
     • $500 Ultra Valve Spring kit 
       1. $150 requires new AP1 keepers 
     • $1500 Unicorn Header w/ 2.5” collector 
       1. +$200 for 3” collector (requires 3” inlet exhaust) 
       2. +$1200 superlight 321 SS option 
     • $1950 Sonic ITBs 
       1. $350 MAP block optional 
       2. $200 Filter kit optional 
       3. $600 ID1050 injectors 
     • $400 Crank counterweight lightening 
     • $425 Fluidampr (highly recommended) 
     • $3900 Perpetual Dry Sump (requires Fluidampr to drive oil pump) 
       1. $325 AC/ bracket optional 
       2. $1800 Oil Tank, Radiator, Cooler optional 
       3. $300 Oil Lines optional+ $300 Peterson Oil line Filter