Introduction: The S2000 AP2’s Quest for More Power

The Honda S2000 AP2 (2004–2009) is already a driver’s car icon. Its 2.2-liter F22C1 engine is renowned for revving past 8,000 rpm, delivering a linear 237 horsepower and a sublime throttle response. But even the most purist enthusiast sometimes wants more. The limitation of the naturally aspirated F22 is that peak power sits at the top of the tachometer; below 6,000 rpm the car feels brisk but not brutal. For owners seeking a genuine step change without converting to a different platform, forced induction offers the most direct route.

Among the available supercharger kits, the Comptech supercharger has earned a loyal following. Designed specifically for the S2000 AP2 (and also compatible with earlier AP1 cars with some adaptation), it is a roots-type positive displacement blower that delivers boost from idle, transforming the car’s character. The headline claim is an extra 50 horsepower for under $4,000 — a proposition that sounds almost too good. In this article, we’ll dissect exactly what the Comptech supercharger delivers, how it affects the driving experience, what installation entails, and whether the trade-offs are worth it.

The Comptech Supercharger: Roots-Type Roots

Comptech (now part of ScienceofSpeed) originally developed this kit in the early 2000s for the AP1 S2000 and later refined it for the AP2’s larger displacement engine. The heart of the system is a Eaton M62 roots-type supercharger, a compact, proven unit used by manufacturers like Mini and Mercedes. Unlike a centrifugal supercharger (which builds boost progressively like a small turbo), the roots blower delivers near-instant boost at low rpm because it displaces air directly into the intake manifold. This gives the car a punchy, torque-heavy feel right off idle — a characteristic many S2000 drivers find transformative.

Kit Contents and Build Quality

The Comptech kit is sold as a complete package. According to current listings from ScienceofSpeed, the kit includes:

  • Eaton M62 supercharger unit with pre-installed pulley
  • Cast aluminum intake manifold with integrated bypass valve
  • Air-to-air intercooler core (mounted in front of the radiator)
  • Serpentine belt and idler pulley brackets
  • Fuel injectors (usually 440cc or larger)
  • ECU reflash or fuel management module
  • Complete hardware, hoses, and installation guide

The intercooler is a critical upgrade. While the root-type blower does not heat air as much as a centrifugal, heat soak can still occur. The Comptech intercooler keeps intake temperatures manageable, allowing consistent power on hot days. The cast manifold is a work of art — it includes ports for the bypass valve and a dramatic reduction in intake restriction compared to the stock plastic unit.

Performance Gains: Beyond 50 Horsepower

The 50-horsepower claim is conservative if the car is properly tuned. On a typical AP2, the Comptech supercharger running 6–7 psi of boost yields around 285–300 wheel horsepower on a Dynojet, depending on local fuel quality and ambient conditions. Crank horsepower is often quoted at 290–310 hp. That is a solid 50–60 hp increase over the stock 237 hp (which already underrates at the wheels).

Torque Curve Transformation

The real story is torque. The AP2’s F22C1 peaks at 162 lb-ft at 7,500 rpm. With the Comptech kit, torque jumps to roughly 200–210 lb-ft at mid-range, and remains above 180 lb-ft from 3,500 rpm to redline. This flattens the torque curve dramatically. Where stock S2000 feels soft below 6,000 rpm, the boosted car pulls hard from any throttle opening. It changes the nature of the car from a high-winding lightweight to a genuinely fast street machine that doesn’t require downshifting for highway merges.

Driving Experience: Where the Comptech Supercharger Shines

Driving an S2000 with the Comptech supercharger is addictive. Fire the engine and the familiar F22 idle — slightly lumpy with an aftermarket exhaust, but still refined — takes on a deeper, whirring note as the supercharger spins. There is no lag. Tapping the throttle from a standstill produces immediate forward motion. The car feels heavier, but in a planted, muscular way.

Part-throttle driving is vastly improved. You can cruise in fifth gear at 2,500 rpm and accelerate without downshifting. That was impossible in a stock AP2. When you do rev it out, the engine rushes to redline with an urgent, linear pull. The supercharger does not make the car peaky; it simply broadens the powerband in both directions — more torque low, more horsepower high.

One downside some owners note is the loss of the stock S2000’s “pure” top-end scream. The supercharger whine can be intrusive if you prefer a naturally aspirated soundtrack. However, many enthusiasts embrace the whine as part of the experience. For those seeking something closer to stock, Comptech offers an optional sound-deadening intake tube.

Installation Process: A Weekend Project

Installation of the Comptech supercharger is considered moderate difficulty. Most mechanically inclined owners can complete it over a weekend (10–15 hours) with basic hand tools and a torque wrench. The factory service manual is helpful, and the Comptech instructions are clear.

Step-by-Step Overview

  1. Remove stock intake and airbox. This includes the throttle body, intake manifold, and associated hoses.
  2. Drain coolant and remove the radiator fan (to make room for the intercooler). Install the intercooler in front of the radiator using the included brackets.
  3. Mount the supercharger bracket to the engine block (passenger side, where the alternator sits). The alternator must be relocated to a lower position — the kit provides a bracket for that.
  4. Install the supercharger unit onto the bracket, then attach the belt and idler pulley. Tighten to spec.
  5. Install the cast intake manifold on top of the supercharger, including the bypass valve and throttle body (reuse stock throttle body).
  6. Connect hoses for boost reference, coolant lines (for the idle air control system), and vacuum lines.
  7. Replace fuel injectors with the supplied 440cc units (requires removing the fuel rail).
  8. Reflash the ECU using the provided or recommended tune. This is critical. Without proper fuel and timing maps, the engine will run lean and potentially detonate.

Professional installation at a shop typically costs $800–$1,200, bringing the total project cost to around $4,800–$5,200. Still, that is significantly less than a turbo kit or a built NA engine.

Tuning and Fuel Management: Get It Right

The Comptech kit originally shipped with a simple fuel management unit (FMU) that raised fuel pressure under boost. That approach works but is crude by modern standards. Most owners today opt for a full ECU reflash or a standalone engine management system.

Hondata’s FlashPro is the gold standard for the S2000. It allows precise control of fuel, ignition timing, and VTEC engagement. For the Comptech supercharger, a common setup uses 440–550cc injectors, a Walbro 255 fuel pump (optional but recommended), and a FlashPro tune. A good tuner can extract more power and improve driveability while ensuring safety.

One important note: the engine’s compression ratio is 11.1:1. That is high for forced induction. To avoid detonation, the tune must run conservative ignition timing under boost. High octane fuel (93 or 97 RON) is mandatory. Many owners also switch to colder spark plugs (one step colder) to reduce pre-ignition risk.

Cost Breakdown: Under $4,000?

The original Comptech kit retailed for around $3,500. Today, it is no longer in mass production, but remains available through ScienceofSpeed at roughly $3,995 for the complete kit (without ECU reflash). Here is a realistic budget:

ComponentApproximate Cost
Comptech supercharger kit (including injectors)$3,500–$4,000
ECU reflash (Hondata FlashPro + tune)$700–$1,200
Installation (DIY = $0; shop = $800–$1,200)$0–$1,200
Fuel pump upgrade (optional)$100–$150
Total (DIY with FlashPro)~$4,700–$5,350

“Under $4,000” is achievable if you get a used kit and tune it yourself, but a more realistic all-in figure including a professional tune is closer to $5,000. Nevertheless, that is exceptional value for 60 hp and a transformed torque curve. For comparison, a naturally aspirated build to reach 300 hp (cams, header, exhaust, intake, ITBs, standalone) would cost $8,000+ and lack the low-end torque.

Reliability and Longevity: What to Expect

The F22C1 engine is robust. It features forged connecting rods and a durable block. Running 6–7 psi of boost is well within its margin of safety. However, there are caveats:

  • Oil cooling: The oil temperature rises under sustained boost. An oil cooler is highly recommended for track use. Without one, oil temps can exceed 260°F (125°C) quickly.
  • Clutch: The stock AP2 clutch can handle 300 hp for a while, but it is marginal. Many owners upgrade to an ACT or Exedy stage 1 clutch (around $400).
  • Cooling system: The engine’s cooling capacity is adequate for street driving. For track days, an upgraded radiator and perhaps a larger intercooler are wise.
  • Belt maintenance: The supercharger belt should be checked every 10,000 miles. Belt slip is rare but can happen if the tensioner is not set correctly.

With proper maintenance and a conservative tune, many Comptech supercharged S2000s have accumulated 100,000+ miles without major engine issues. The key is avoiding detonation; lean mixtures or bad fuel will kill the engine quickly.

Comparing Alternatives: Supercharger vs Turbo vs NA

The Comptech supercharger is not the only route to S2000 horsepower. Here is how it stacks up:

Centrifugal Superchargers (e.g., Vortech, Kraftwerks)

Centrifugal units make more peak power (often 320–350 hp) but have boost that builds with rpm. They do not transform low-end torque as dramatically. They are also generally louder (whine can be more piercing). The Comptech’s roots-style blower gives a broader torque curve, which many daily drivers prefer.

Turbochargers (e.g., Full Race, Lovefab)

Turbos can deliver 400+ hp with the right setup, but require more expensive supporting mods (exhaust manifold, oil scavenge pump, intercooler piping, blow-off valve). Turbo lag on a small-displacement engine can be noticeable. A turbo S2000 is a beast, but it is harder to live with day-to-day. The Comptech kit retains the factory engine bay layout and is simpler.

Naturally Aspirated Builds

Stroker kits (2.2L to 2.4L) plus ported heads, cams, and ITBs can produce 300 hp with a linear, responsive feel. That is expensive and requires expert tuning. The Comptech kit offers similar peak power for less money, plus more low-end torque. Purists prefer NA, but the power-to-dollar ratio favors forced induction.

Pros and Cons Summary

Pros:

  • Instant boost response — no lag
  • Transforms low-end and mid-range torque
  • Complete kit, well-engineered
  • Relatively affordable compared to alternatives
  • Keeps the car drivable for daily use
  • Retains factory engine bay aesthetics

Cons:

  • Peak power is limited to ~300 hp — turbo kits offer more headroom
  • Supercharger whine may not be to everyone’s taste
  • Requires careful tuning to avoid detonation
  • Higher oil and coolant temperatures under track use
  • Clutch and cooling may need upgrades for reliability
  • Kit is no longer in full production (used market is primary)

Community Feedback: What Owners Say

On forums like S2KI.com, the Comptech supercharger is praised for being one of the most “OEM+” modifications. Owners consistently report that the car becomes a more capable daily driver. The common criticism is that the kit’s supplied tune (the original FMU-based one) is not ideal — a FlashPro reflash is recommended by nearly every long-term owner. Another frequent upgrade is replacing the small intercooler with a larger custom unit for track use.

One forum member wrote: “I drove a stock AP2 for five years and thought it was perfect. Then I drove a Comptech car. It felt like the engine had been replaced with a 3.0-liter V6. I had one within a month. Best decision ever.” That sentiment is echoed widely.

Conclusion: Is the Comptech Supercharger Worth It?

For S2000 AP2 owners who want a substantial, usable power increase without breaking the bank, the Comptech supercharger remains one of the best investments available. The 50+ horsepower gain is real, but the transformation in torque is what truly changes the car. It takes an already engaging sports car and turns it into a potent street machine that can still rev to 8,200 rpm with a glorious mechanical soundtrack.

The downsides — higher maintenance demands, the need for a proper tune, and the potential need for clutch and cooling upgrades — are manageable for someone who treats the car as a hobby. For daily drivers who rarely push the car, the stock AP2 is already excellent. But if you want more every time you press the throttle, the Comptech kit delivers in a way few other modifications can, and at a price that makes it a serious contender for the best performance mod an S2000 owner can make.

Before purchasing, check ScienceofSpeed for current availability and compatibility, and budget for a proper tune. Your S2000 will thank you with every pull to redline.