S2000 engines typically surpass the 10 to 20-year mark, accumulating mileage exceeding 100,000 miles, with many surpassing 200,000 miles. Over time, these engines tend to experience increased oil consumption, power loss, and nearing the end of their lifespan.

URGE Paragon Motors offers a solution to rejuvenate and rebuild S2000 engines, emphasizing longevity and maximizing naturally aspirated power potential. Achieving output ranging from 280 to over 350 horsepower on standard pump gas, we employ top-tier materials, collaborate with reputable part manufacturers, and leverage our expertise in S2000 engine rebuilding.

Our approach focuses on enhancing bore, stroke, and redline capabilities to boost power while simultaneously reducing reciprocating weight. This reduction minimizes crankshaft forces, vibrations, and bearing pressures, while also diminishing engine friction—resulting in an extended engine lifespan.

NSC sleeves are Key #1

The F20/22C engines in Honda vehicles utilize the renowned FRM (Fiber Reinforced Metal) cylinder liners, a proprietary Honda technology known for its thin and durable composition. Incorporated into the casting process, FRM significantly reduces friction and prevents galling on aluminum cylinders, thus contributing to industry-leading performance and ensuring prolonged engine life. Furthermore, the use of aluminum cylinders offers superior heat transfer properties compared to steel liners, enhancing the efficiency of the cooling system.

However, despite the benefits of FRM, there are challenges associated with its reuse during engine rebuilds. Many engine shops lack the necessary honing equipment and expertise to replicate the OEM finish accurately. Additionally, aftermarket pistons claiming FRM compatibility often exhibit accelerated wear compared to OEM options.

A common alternative to reusing FRM cylinders is sleeving the motor with steel liners. Yet, this approach introduces concerns regarding sleeve movement and leakage, which can occur after minimal mileage. Furthermore, iron sleeves present drawbacks compared to aluminum counterparts, including the need for looser piston tolerances to accommodate aluminum’s higher heat expansion. This can lead to increased piston wear during warm-up and reduced engine lifespan. Moreover, steel sleeves exhibit lower heat transfer efficiency than aluminum, potentially causing overheating issues and power loss at higher RPMs.

At URGE Paragon, we address these challenges by utilizing NSC (Nikal Silicon Carbide) cylinder plating, a proven technology from the motorcycle industry. Our process involves stripping the FRM lining and applying NSC plating to the OEM cast aluminum cylinders. This retains the reliability of factory-cast cylinders, preserves the efficiency of the aluminum cooling system, and significantly reduces friction, resulting in measurable horsepower gains at higher RPMs.

URGE Halo Stroker Kits are Key #2

When it comes to boosting naturally aspirated power, two primary methods stand out: increasing displacement or raising RPMs. At URGE Paragon, we employ a cutting-edge solution that maximizes both avenues for performance enhancement: the URGE Halo stroker kits. These kits not only increase engine displacement but also unlock the potential for higher RPMs, all while reducing crucial reciprocating weight, minimizing crankshaft forces, vibrations, and bearing pressures compared to OEM components and other stroker kits.

The design of URGE’s Paragon kits revolves around the utilization of ultra-stiff C350 piston pins, which support a smaller length, diameter, and thickness, resulting in a remarkable reduction in pin weight exceeding 40%. This reduction enables the adoption of a shorter piston compression height, leading to a reduction in both size and weight of the piston by over 30%. Moreover, the significantly lighter piston and piston pin combination allows for the development of a much lighter connecting rod, surpassing a weight reduction of 35%. Additionally, the smaller compression height facilitates the use of a 6mm longer rod, thereby reducing friction compared to similar 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 come equipped with OEM valvetrains, subject to inspection with recommendations for the replacement of guides, valves, springs, retainers, and roller rockers as needed, at an additional cost. Anticipated power output using OEM head and cams, coupled with pump gas, ranges from 270 to 290 horsepower at the crank, contingent upon intake, header exhaust, and tune variations.

In contrast, URGE Paragon Motors offers three displacement options, each capable of delivering 350+ horsepower with complementary modifications. Our comprehensive lineup includes URGE Velocity Headwork, URGE Jerk Camshafts, URGE Sonic ITBs, and URGE Unicorn 3” Collector Headers. Furthermore, our utilization of URGE Titanium Valves mitigates valvetrain stress and facilitates redlines exceeding 9500 RPM on the 2.3L 10K Halo stroker kit.

URGE Velocity Headwork

Following bore and stroke enhancements, increasing RPM, and optimizing headwork emerges as the next significant avenue for maximizing power potential. The head ports play a pivotal role in regulating airflow into and out of the engine, making improvements to their shape crucial for enhancing air velocity and overall performance.

At URGE, our head porting strategy prioritizes air velocity over sheer airflow, aptly named Velocity Headwork. While enlarging ports may increase airflow, OEM S2000 ports are already oversized due to Honda’s need to boost power late in the engine development cycle. Unfortunately, this design choice contributes to the S2000 feeling sluggish below 5000 RPM, as air velocity struggles to fill the ports and cylinders efficiently at lower RPMs.

URGE Velocity Headwork focuses on strategically reshaping ports while minimizing excessive cutting. This approach enhances both air velocity and flow, resulting in improved power delivery and responsiveness. For URGE Paragon Motors equipped with an 89mm bore, we enhance the intake valve size to 37mm (a 1mm increase over OEM) and scale the port accordingly to accommodate higher displacement and power potential. When combined with the increased displacements offered by URGE Halo stroker kits, URGE Velocity Headwork can unlock 10-20 horsepower across the mid and higher RPM range.

URGE designs Jerk Camshafts, Stroker and 10K

In addition to headwork, camshafts present a significant opportunity for power enhancement. Valve lift, duration, and especially extended intake valve closing play crucial roles in maximizing power output, particularly for larger displacement and high-revving engines. While our URGE Jerk Camshafts Type R Cams have achieved impressive results, exceeding 300 WHP (over 350 HP at the crank) on URGE Paragon Motors, we’ve developed specialized Stroker and 10K cam options to further optimize performance.

Each camshaft is meticulously designed to complement specific stroke lengths and RPM ranges. The Stroker cam boasts increased lift and duration, approximately 1mm and 10 degrees respectively, to facilitate enhanced air induction with each engine revolution. Conversely, the 10K cam features reduced lift by approximately 0.5mm compared to the Stroker cam, minimizing valvetrain stress above 9000 RPM while maintaining similar duration to support higher RPM with the OEM 90.7mm stroke. Both cam options have the potential to unlock an additional 15-20+ horsepower on Paragon motors. We highly recommend pairing URGE’s Ultra Valve Spring kit with any URGE Jerk Camshaft for optimal performance and durability.

URGE designs Sonic ITBs

After optimizing key engine components such as pistons, rods, crankshaft, headwork, and camshafts to enable larger displacement and higher revving motors, it becomes crucial to ensure that intake and exhaust bolt-ons are appropriately sized to fully support the increased power potential.

While the OEM intake manifold was designed to accommodate the original displacement and redline, aftermarket alternatives have struggled to consistently surpass the performance of the OEM manifold. However, URGE designs Sonic ITBs have emerged as a formidable solution, consistently delivering over 20+ mid-range horsepower gains and 5-10 horsepower increases at the top end compared to OEM options. By eliminating the plenum restriction and addressing uneven air distribution from a side-mounted throttle body, URGE designs Sonic ITBs optimize airflow for enhanced performance.

The base setup for URGE designs Sonic ITBs features a 52mm oval throttle positioned just outside the intake ports, with a slight taper designed to accommodate OEM bottom ends and support up to 300 horsepower at the crank. However, for applications demanding even greater performance, URGE offers a 55mm round throttle option. This larger throttle section ensures a more consistent end-to-end taper, minimizing potential turbulence and maximizing airflow potential to support higher RPMs and larger displacements. The 55mm round Sonic ITBs are projected to deliver an additional 10-15+ horsepower gains at the top end compared to smaller intake systems on URGE designs Paragon Motors.

URGE designs Stroker 3” Unicorn

Similar to URGE designs Jerk Camshafts and Sonic ITBs, the URGE designs Unicorn header is available in a larger size to accommodate the increased displacement and RPM delivered by URGE designs Halo Stroker kits and Paragon Motors. While OEM and aftermarket headers typically feature a 2 to 2.25-inch collector with a 2.5-inch outlet optimized for up to 300 horsepower, smaller-sized collectors can become a bottleneck beyond this threshold, reducing torque at higher RPMs.

The URGE designs Stroker 3-inch Unicorn header boasts enlarged secondaries and a collector compared to the standard size, along with a 3-inch outlet. Equipped with a 3-inch ball and socket joint to replace the OEM 2.5-inch counterpart, the 3-inch socket requires welding into a 3-inch test pipe or header back to optimize higher exhaust flow. This enhancement enables the URGE designs Stroker 3-inch Unicorn header to unlock an additional 10-15+ horsepower at the top end compared to OEM and other aftermarket headers on normally aspirated motors capable of 350+ horsepower.

URGE designs Titanium Valves

Reducing valve weight is crucial for both extending engine life and increasing power output. Similar to pistons, valves undergo rapid oscillations numerous times per second, and excessive valve weight can exponentially stress complementary components such as roller rockers, springs, and retainers. Despite the remarkable reliability of Honda VTEC and roller rockers, occasional failures have been reported, especially in engines subjected to extended RPM operation and high mileage. As engine RPM increases, so does the stress on the valvetrain, making valve weight reduction essential for revving beyond 9000 RPM.

While valve size and shape design options are limited, material change remains the primary method for reducing valve weight. Titanium has emerged as a reliable valve material over the past few decades, particularly when employing the appropriate alloy and surface coating. Titanium 6242 boasts the highest strength and temperature stability (up to 550°C) compared to typical automotive titanium alloys, making it particularly suitable for exhaust valves that can reach these extreme temperatures. Additionally, Chromium Nitride (CrN) coating is applied to the surface of URGE designs titanium valves to enhance surface hardness and reduce friction, thereby extending valve life. While titanium valves with CrN coating have proven effective with steel seats in OEM motorcycle applications, we recommend replacing valve seats with a copper-based alloy to further prolong the lifespan of titanium valves.

For further insights into valvetrain reliability, engine performance, and the acceleration gains facilitated by Titanium Valves, we highly recommend reading an informative article by the legendary engine builder Reher Morrison.

Fluidampr

Inline 4 motors exhibit high secondary imbalance due to differences in piston acceleration between the top and bottom halves of the stroke. This imbalance escalates exponentially with RPM, leading to significant vibrations at higher engine speeds. While most inline fours incorporate an internal balance shaft to mitigate these vibrations, Honda opted not to include one in the S2000, likely to prioritize engine response. However, the F20/22C does feature a crankshaft damper that reduces engine vibration and minimizes crank twisting during power strokes. Despite the S2000 engine’s optimization, opportunities exist to enhance vibration damping and crankshaft twist control due to OEM practicality and cost considerations.

Fluidamprs represent a groundbreaking advancement in engine damper design. Unlike typical engine dampers, which consist of a weighted ring attached to a crank hub via rubber rings, Fluidamprs feature a weighted ring suspended by a high viscosity fluid within a sealed chamber. This innovative design allows Fluidamprs to dampen vibrations over a broader RPM range and offer a part life longer than that of the engine itself. Comparative testing using a vibrometer has demonstrated that the F20/22C equipped with a Fluidampr exhibits nearly two orders of magnitude less vibration than with the OEM damper.

While URGE Halo stroker kits are renowned for their reduced vibration thanks to the ultralight piston, pin, and rod design, we strongly recommend installing a Fluidampr on all URGE Paragon motors. Fluidamprs offer additional vibration reduction, extend engine life, and boast longevity compared to OEM or aftermarket dampers that rely on rubber rings for damping.

URGE designs introduces the Perpetual Dry Sump system, addressing the oil supply issues commonly faced by S2000 owners, particularly on the track. As enthusiasts upgrade their S2000s with enhancements such as better suspension, stickier tires, wider wheels, and aerodynamic modifications, they often encounter limitations with the OEM wet sump system, leading to oil starvation and bearing failure.

Dry sump systems provide a universal solution to oil starvation in race cars, ensuring consistent oil supply regardless of cornering forces. Additionally, dry sumps can enhance power output by creating a vacuum at the bottom of the engine, reducing crankshaft windage losses at higher RPMs.

Collaborating with Dailey Engineering, a world leader in aftermarket dry sump design, URGE designs introduces the Perpetual Dry Sump system tailored specifically for the S2000. Key features include utilizing the internal pressure return line, which leverages OEM oil filter locations to reduce cost and complexity associated with remote oil filter mounting. Additionally, a flywheel shield is included to protect the exposed flywheel due to the S2000’s longitudinal engine layout and low-depth dry sump pan. An optional air conditioner compressor bracket is also available for S2000 owners who wish to retain AC functionality. The crankshaft drive gear is designed to mount off a Fluidampr, eliminating potential failures associated with modifying OEM crank dampers while reducing engine vibrations and extending engine life.

URGE designs further streamlines installation with an integrated oil tank, dual-pass radiator, and oil cooler, mounted in the OEM radiator position to minimize complexity and reduce the length of oil lines required. The high-efficiency dual-pass triple-core radiator and oil cooler, equipped with a 16-inch fan, significantly enhance the cooling capabilities of the OEM system.

timing

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

Pricing