Project AP1.5 S2000: Introduction, Installation of AEM Infinity & Dyno Tuning!

Project AP1.5 S2000: Introduction, Installation of AEM Infinity & Dyno Tuning!

by Karla Pestotnik


Okay, we know what you might be thinking. We already have two Honda S2000 projects at MotoIQ- why have a third? Plus, this one looks modified already- what else would you do to it that would be interesting? And, why call it an AP1.5? What is that?

Let us address all of these concerns. Yes, we have Project AP1 S2000 and also Project AP2 S2000. Both of those cars serve different purposes, with each having their own objective while still being mostly street-driven (but able to hold it down at the racetrack). Project AP1.5 is much different in that sense. Being owned and driven by MotoIQ’s own test driver, Karla Pestotnik, this is going to be a full Time Attack build. It already is a dedicated Time Attack car being campaigned by the Karla Pestotnik Racing team, however it is registered, insured, and has as much of the interior pieces still in it as possible in order to be compliant with Global Time Attack’s Street RWD class.

We could technically smog it, dig up the license plates (wherever they ended up) and drive it on the street, however it has been a few years since it has seen public streets. What started as a daily driver, has slowly turned into a dedicated, racetrack-only car. Below, is what the car looked like when it was first purchased four years ago.


Four years ago, it was a simple, clean S2000 for daily driving.


Now, it is a dedicated Time Attack car.

Although this S2000 is a dedicated Time Attack car, it is actually very basic (for a Time Attack build) and far under-built for the class ruling. In a class with unlimited power potential (as long as it retains a same manufacturer motor), forced induction and modifying engine internals are unlimited (nitrous is not allowed).

Project AP1.5 has been competing with a completely stock AP2 engine and drivetrain swap, which is why we call this an “AP1.5”. It’s an AP1 chassis with an AP2 swap (F22), and has a stock differential, ACT stage 2 6-puck clutch and an OEM AP1 flywheel. Power modifications include a Berk exhaust and Mugen headers. Suspension modifications include off-the-shelf KW Clubsports coilovers, J’s racing camber kit, J’s racing roll center adjuster, J’s racing bump steer kit, and Spoon Sports rigid collars. Aerodynamic modifications include a Kognition wing and custom front splitter. Finally, safety modifications include a Sparco Circuit 1 head containment seat, Sparco 6-point harnesses, Sparco 330mm steering wheel, a fire extinguisher, and a HardDog bolt-in roll bar. Perhaps you may remember this car from when we tested the Zestino Tyres Gredge 07RS at Willow Springs International Raceway. 

One of the easiest ways to marginally shave down lap times in an S2000 is by dyno tuning. Yes, this is beneficial for all cars, however being able to lower the VTEC engagement point can be crucial for momentum driving. Model years 2006 and newer with drive-by wire have the benefit of being able to do this with a FlashPro unit, and model years 2000-2005 can run an RSX ECU with a KPro unit. However, we chose to run a standalone AEM Infinity 506 in order to have almost endless capabilities for dyno tuning, engine management and data acquisition in addition to the desire for a lower VTEC engagement point. 


The AEM Infinity 506 standalone ECU will be crucial for this project car so that we will be able to monitor and analyze vital information after each run, with data acquisition up to 64GB available. That is a significant amount of space to capture several runs without having to download and clear data after each run. This is a huge relief for the author of this article, as other data acquisition systems that have been used on this car require the data to be deleted before each run. This allows the driver to focus on what they do best- driving!

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