BOOSTIN’ BUDDY

As an avid track-goer, Hutchinson wanted a power-adding solution that would maintain the quick response of the high-revving F20C DOHC VTEC Honda powerplant while still allowing for power over and above what a built, naturally-aspirated engine could provide. To that end, Hutchinson installed CT Engineering’s S2000 centrifugal supercharger instead of a turbocharger for his forced-induction solution. In addition to being an easier installation, the instant addition of power through the Novi 1000 blower had a simpler, more-tuner friendly appeal than the complexities of a turbocharged and intercooled setup. “In order to make more boost than the factory kit, we had CT Engineering fabricate a custom prototype 10psi supercharger pulley,” Hutchinson revealed. “It’s a prototype unit because the kit uses the Novi 1000 blower as opposed to the newer kits that use the Novi 1200.” To better handle the increased boost pressures, Hutchinson installed an HKS SSQV4 sequential blow-off valve that helps prevent compressor backsurge in off-throttle conditions.

 [pullquote]Hutchinson’s CT Engineering supercharger kit served as a prototype for many potential upgrades to the S2000 kit.[/pullquote]

The CT Engineering kit is equipped with a CT Engineering boost-dependent adjustable fuel pressure regulator for fuel supplement that’s not as reliable and consistent at higher-than-normal boost pressure levels. To achieve a more consistent tuning state where A ratios and fuel delivery was concerned, Hutchinson enlisted the services of Haltech tuner Matt Wright and ultimately served as one of the prototype platforms for the company’s PS1000 PnP engine management system. “Haltech was really instrumental in allowing the CT Engineering supercharger kit safely produce more power than was originally intended, especially since the engine was tuned with larger Injector Dynamics 1,000 cc/min injectors in place while still running the boost-dependent fuel pressure regulator that came with the kit. Once I’ve adjusted to how everything runs with the car wearing the remaining planned upgrades, I’ll have Wright remove the FPR and get a final re-tune on the setup,” Hutchinson revealed. “For now, the 405 wheel horsepower is more than enough on the street and the track.”

 BLOW BYE-BYE

As time and funds permitted, Hutchinson progressively opened up the spent exhaust gas path to further maximize the efficiency of the CT Engineering blower. Right off the F20C cylinder head, a Skunk2 Megapower racing header channels gasses through a BERK Technologies 70mm high-flow catalytic converter before allowing them to exit to atmosphere through the HKS HiPower limited edition 75mm piping and single-exit muffler.

STOP AND GO

In its current iteration, the S2000 transfers power to the ground through a stock transmission stuffed with a Competition Clutches Stage-3.5 ceramic clutch kit. The rear differential is outfitted with a J’s Racing 4.44-to-1 gear set that allows the blown F20C to stay higher up in the powerband on track days while not being overbearing for day-to-day freeway driving. For stopping duties, Hutchinson selected the complete Project Mu Club Racer for its ability to perform well on the track and retain streetable manners. The full CR line includes front and rear factory-diameter slotted rotors – coupled with brake pads featuring a compound that performs well under a wide range of operating temperatures. Project Mu stainless-steel brake lines finish the brake set.

[pullquote]A few personal touches keep the interior of Hutchinson’s street and track machine clean and ready for battle.[/pullquote]

CREATURE COMFORTS

While the S2000 is driven daily, Hutchinson had no problem installing a pair of Buddy Club Racing Spec bucket seats in the driver and passenger locations. “Driving a car this light with over 400 horsepower on the street is no joke, so rather than take the chance of flying around the cabin, I put up with the slight inconvenience of having race buckets. And, I make my lady put up with it, too,” he says. Hutchinson also installed a pair of Takata MPH race harnesses to make proper use of the bucket seats, but the S2000 still retains the option of using the factory seat belt should the need arise. A Personal Neo Grinta 330mm steering wheel replaces the factory airbag wheel and is coupled to an NRG short steering wheel hub and quick release mechanism to make cabin ingress and egress easier.

 FINAL CUT

In the next few days, Hutchinson will be making his last payment on the S2000 and should also be receiving the final touches on his build; a Project G Bikini Soft Top and a number of ancillary supporting engine components. “When I originally got the car it was something that my Dad and I planned on fixing up together,” he explains. “He passed away earlier this year before we finished the project but I know that he’s riding in the passenger seat with me wherever I go. RIP, Dad, and keep wrenching in the sky.” With a daily-driven build of this caliber, we’re sure everything else has come together exactly as planned.