It's about time we had a project S2000. For years, we've received letters and e-mails asking why there could be project WRXs and project Evos, but we couldn't feature Honda's only affordable rear-wheel-drive sports car. The truth is, there is no good reason why we haven't had a project S2000 grace these pages. It's a solid sports car with a stiff chassis and great handling dynamics. The engine revs to an astronomical 9000rpm right out of the box and the F20C head has even been referred to as the 'king of heads', few tuners being able to squeeze even a drop of additional horsepower out of it. But we found out first hand why it's not quite the king.
 | 
Autowave's Mike LaPier dives in to the bone stock S2000 engine bay. | 
In the blink of an eye, all the intake plastic is removed and electrical connectors and water hoses are freed. |
In case you've been wondering why on earth our first modification to a platform with so many possibilities has been the valvetrain, it's because the 'king of heads' has weak crowns. If you're not into stupid analogies, read: the retainers are crap. The stock springs have a tendency to slowly grind through them, in the end resulting in hung or bent valves, or worse: the need for a new motor.
Mike removes the fuel injector harness and unplugs breather hose connections to the head. | 
The accessory belt is removed to allow head to separate from block. | 
Though the intake manifold doesn't need to come off for the install, a number of steel plates are attached which hold electrical connectors and water fittings. These are easier to simply unscrew. |
We were able to pick the car up cheaply because the previous owner managed to miss fourth gear while at the top of third and find second instead. Turns out even the king of heads doesn't like 15,000rpm. We figured we'd be opening up the head to strengthen the retainers anyway, and bought the dethroned king.
The secondary heat shield must be removed. | 
After the secondary heat shield is removed, it's possible to access the heat shield on the header. If your car is an East Coast car, expect some busted bolts here. | 
Mike pulls the header from the head, but leaves it loose. It doesn't have to come entirely off to allow the head to slide out. |
The first order of action was to get the thing to Autowave in Huntington Beach, CA. These guys have been wrenching on Hondas since you were pushing Matchbox cars around on the rug. A compression test showed a remarkable 80 per cent loss in cylinder one, with a reasonable 16 per cent loss in the other three pipes. That was all we needed to hear to give tech Mike LaPier the go-ahead on the teardown.
While Mike's shop bay became an impossible blizzard of nuts, bolts and tools, we scored a set of Ferrea dual-coil valvesprings, titanium retainers, spring seats and valve locks to mate with 16 OEM Honda valves and valve guides. Any true car geek knows that if something's coming apart, something aftermarket is going back in.
The bolts that attach the header to the Y-pipe must be loosened to allow play. This in turn allows the header to flex out of the way when the head is removed. | 
Perhaps the only downside of coil-on-plug ignition systems is that they are slightly more of a pain to remove. | 
The automatic tensioner assembly must be removed carefully to keep all of its delicate internals in proper order. |
We went with Ferrea springs because they're good for 11,000rpm and they use dual springs for each valve. Under extreme conditions, these springs see to it the valves close every time, even if that means smacking aluminum 180 times a second. The titanium retainers won't be ground away over time, either. So, why all the fancy goodies but stock valves? Well, it's called the king of heads for some reason or another - and it turns out the stock sodium-filled inconel S2K valves are hard to beat. Camshafts create a similar issue - in most cars the powerband moves up, and that's fine because of the increased power, albeit at higher rpm. In the case of the S2000, that power gain is typically negligible, and it's realized at such a stratospheric rpm that the peaky nature of the engine is further accentuated, which is exactly what we don't want to do.