Engineered with one of Hondas most refined motors from the factory, the F20C was the weapon of choice for the '00-03 Honda S2000 (AP1) in the U.S. and the '00-05 overseas. Known to spin the tachometer to the tune of 9000rpm, the high revving 2.0L engine produces the highest horsepower per liter for any naturally aspirated car currently sold on the market for less than $100,000, producing 121.9 hp per liter. Shoehorned in a rigid X-frame body with 50/50 weight distribution, the S2K showcases a roadster that possesses exceptional handling, nimble power and sporty exterior features that prove even the most macho of men can drive with its top down without looking like a complete candy ass.
While the average S2000 owner would be more than content roaming the streets in a 215hp and 153 lb-ft of torque machine in normally aspirated trim, it's not a common occurrence to see the more hardcore enthusiast bolting on numerous performance products in a quest to bump up the power. Elton Lo, owner of Raceline Development located in Temple City, Calif., led me to a possible story that involved a crippled S2K that managed to limp its way to the shop. Unknown engine conditions led us to believe that the S2K's once mighty powerplant was running on three cylinders as the constant sputtering and oil filled smoke cloud left in its wake was a good indication this motor was complete toast.
Within a days work, the blown F20C was plucked from the engine bay and torn apart for inspection.
After diagnosing the problem and further discussions with the owner, Lo and I had mapped out a plan of performing a complete rebuild on the F20C while adding an amazing twist that would include the vehicle boosting 22 to 23psi on 91 octane pump gas and tuned to deliver 400 wheel hp. My initial response was simply: "Boost or bust, this should make for one hell of a story. Let's do this Elton!" With that in mind, we begin part one of a two-part series, by fortifying the once-injured F20C powerplant as we tag along with Raceline to show the ins and outs of what it takes to rebuild this 1997cc engine. Stay tuned for next our issue as we tackle the final engine drop-in and fuel management tuning as we crank up the boost and look to deliver some serious power.
Upon teardown, we found the previous machinist bored the block incorrectly, causing the pistons to come in contact with the cylinder walls. These uneventful occurrences also caused the rod and rod bearings to overheat, leading to spun main bearings. | 
Due to the major damage to the rod and main journals, a new Honda crank was purchased. | 
The block was sent to Golden Eagle to receive their ductile iron sleeves while Raceline Development performed the final bore and hone on the block to an 87mm factory bore and 84mm stroke. |