Build recipes
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Published builds with every part, every price, and the install order that actually works. Fork one, swap parts the graph says are compatible, publish yours.
Classic 350whp Street Package
The time-honored SR20DET recipe: full supporting mods on the stock long block, a Nistune-tuned Z32 MAF and 740cc side-feeds, then a Tomei bolt-on turbo for a reliable 350whp that drives like stock until you pin it.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | Tomei Expreme Ti Titanium Catback | Free-flowing exhaust goes on first so every later change is tuned against the final backpressure. | $1,250 |
| 2 | Walbro GSS342 255lph In-Tank Pump | The tired stock pump is the first thing to lean out under boost, so headroom starts in the tank. | $140 |
| 3 | DeatschWerks 740cc Side-Feed Injectors (set of 4) | Drop-in side-feeds keep the stock rail and cover 350whp with margin to spare. | $500 |
| 4 | Nissan Z32 300ZX MAF (80mm) | The 80mm Z32 meter stops the stock MAF from pegging once boost and airflow climb. | $280 |
| 5 | Nistune Type 4 Board + License | Piggyback board in the factory ECU maps the Z32 MAF and 740s while keeping OEM drivability. | $550 |
| 6 | ACT HD Pressure Plate + Street Disc Kit | The stock clutch slips well before 350whp; the HD street disc holds it without a chattery daily pedal. | $580 |
| 7 | Mishimoto Front-Mount Intercooler Kit | Front-mount keeps intake temps sane so the tune doesn't pull timing on back-to-back pulls. | $620 |
| 8 | Tomei ARMS MX7960 Bolt-On Turbo | True bolt-on for the stock manifold and lines; final street tune on wastegate-plus brings it to 350whp. | $1,550 |
| Total | $5,470 | ||
It idles and commutes like a stock S-chassis, then spools hard by 3,500rpm and pulls clean to redline with none of the stock T28's wheeze.
400whp Drift Spec S-Chassis
Chassis-first drift build the way the pros stack it: coilovers, 2-way diff, brakes and cheap strong wheels before power, then a top-feed fuel conversion, Link G4X and a G25-550 for a responsive, abuse-proof 400whp.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | BC Racing BR Series Coilovers | Adjustable height and damping set steering angle geometry and weight transfer before any power goes in. | $1,195 |
| 2 | Z32 300ZX 4-Piston Front Brake Conversion | Junkyard-classic 4-piston swap that shrugs off repeated hard entries without cooking the fluid. | $750 |
| 3 | Enkei RPF1 17x9 +22 (set of 4) | Light, strong, and cheap enough to keep spares mounted when you're burning tires every event. | $1,300 |
| 4 | Nismo GT LSD Pro 2-Way | A 2-way that locks on and off throttle is non-negotiable for holding predictable angle. | $1,550 |
| 5 | Koyorad Hyper V 36mm Aluminum Radiator | Back-to-back runs at full lock cook stock cooling; the 36mm core keeps temps flat all day. | $430 |
| 6 | ACT HD Pressure Plate + Street Disc Kit | Goes in while the trans is out for the diff work; rated right at the 400whp target, so no clutch-kick mercy. | $580 |
| 7 | Walbro GSS342 255lph In-Tank Pump | 255lph in-tank pump covers 400whp and survives fuel slosh better with a healthy baseline supply. | $140 |
| 8 | Radium Engineering Top-Feed Fuel Rail Conversion | Converts the SR's side-feed rail to top-feed, which is required before modern ID injectors will fit. | $420 |
| 9 | Injector Dynamics ID1050X (set of 4) | 1050s are overkill at 400whp on purpose; flex-fuel or more turbo later needs no fuel-side rework. | $1,180 |
| 10 | Link G4X S14/S15 Plug-In ECU | Plug-in standalone runs speed density, so the fragile MAF disappears and anti-lag/launch features come free. | $1,750 |
| 11 | Mishimoto Front-Mount Intercooler Kit | Charge cooling installed before the turbo so the first pulls on the new setup are already safe. | $620 |
| 12 | Garrett G25-550 (T25 turbine kit) | T25-flange G25 bolts to the stock manifold and spools like a small turbo while supporting the full 400whp tune. | $2,550 |
| Total | $12,465 | ||
Transitions are instant and the mid-range hit arrives right where third-gear entries need it, with a chassis that telegraphs angle so clearly the power never feels like a handful.
The -5 Street Special
The classic RB26 recipe: the legendary Garrett -5 twin swap backed by proper cooling, oiling, fuel, and a standalone ECU for a reliable ~500whp pump-gas street car.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | Hyper V 48mm Aluminum Radiator | A 25-year-old stock radiator will not survive tuned boost in traffic — sort cooling before power. | $580 |
| 2 | High-Flow Oil Pump + Extended Drive Collar | The short stock crank snout drive is the RB26's known killer; the extended collar fixes it before boost goes up. | $890 |
| 3 | TR2CD Twin-Plate Clutch | The stock clutch slips past roughly 400whp, so the twin-plate goes in while the gearbox is already out. | $2,450 |
| 4 | Walbro F90000285 485lph In-Tank Pump | Drop-in 485lph pump feeds 500whp with big headroom — always upgrade supply before injectors. | $210 |
| 5 | Tomei 740cc Injector Set (6) | 740cc side-feeds keep injector duty comfortably under control at 500whp on pump fuel. | $720 |
| 6 | R-Type Front Mount Intercooler (600x301x100) | The 100mm core keeps intake temps flat on back-to-back pulls so the tune never pulls timing. | $1,950 |
| 7 | Garrett GT2860R-5 (-5) Twin Turbos | The famous -5 swap: bolt-on ball-bearing twins with full boost by ~4,500rpm and 500+whp on tap. | $3,400 |
| 8 | Expreme Ti Titanium Catback (80mm) | The 80mm titanium catback lets the twins breathe and drops serious weight off the tail. | $1,450 |
| 9 | Elite 2500 ECU + RB26 Terminated Harness | Plug-in standalone and a proper dyno tune tie the whole combo together safely — always the last step. | $2,650 |
| Total | $14,300 | ||
It drives like a stock GT-R below 4,000rpm, then pulls like a period Group A car to redline — the definitive fast-street RB26.
Circuit Weapon: Big-Single Time Attack
A full engine-out, chassis-first time attack build in the WTAC tradition: forged bottom end, modern G-series single on a 6Boost manifold, and the suspension, brakes, and diff to actually use 650whp on track.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | Road & Track DFV Coilovers | Chassis first: DFV damping keeps the heavy GT-R composed over curbs before you add power it can't use. | $3,400 |
| 2 | 355mm 6-Piston Front Big Brake Kit | Six-pots and 355mm rotors mean brake fade never becomes your lap-time ceiling. | $4,900 |
| 3 | Volk TE37 Saga S-plus 18x9.5 +22 (set) | Forged 18x9.5s clear the big brakes and carry a proper 265-section semi-slick. | $4,600 |
| 4 | GT Pro 1.5-Way Rear LSD | The 1.5-way rear diff puts power down off slow corners without snap on entry. | $1,750 |
| 5 | High-Flow Oil Pump + Extended Drive Collar | Sustained high-rpm laps demand the high-flow pump and extended collar — non-negotiable on a circuit RB. | $890 |
| 6 | CP Pistons + Carrillo Rods Package (86.5mm) | The stock bottom end is not a 650whp circuit piece; forged 86.5mm pistons and rods go in while the engine is out. | $3,100 |
| 7 | TR2CD Twin-Plate Clutch | The twin-plate holds the torque and shrugs off repeated standing starts and flat-shifts. | $2,450 |
| 8 | Walbro F90000285 485lph In-Tank Pump | 485lph of in-tank supply keeps fuel pressure rock solid through long full-throttle sections. | $210 |
| 9 | ID1050-XDS Injector Set (6) w/ Top-Feed Rail | The top-feed rail conversion with 1050s gives clean, flex-fuel-capable fueling with margin to spare. | $1,450 |
| 10 | R-Type Front Mount Intercooler (600x301x100) | The 600mm core holds intake temps steady through a full 20-minute session, not just one dyno pull. | $1,950 |
| 11 | G35-900 Single Turbo Kit w/ 6Boost Manifold | A modern G-series single on the 6Boost manifold makes 650whp with response the old T04-era singles never had. | $7,200 |
| 12 | Elite 2500 ECU + RB26 Terminated Harness | The Elite 2500 handles closed-loop boost, flat-shift, and per-track maps — tuned last, on the finished combo. | $2,650 |
| Total | $34,550 | ||
Planted, brutal, and relentless — it carries cornering speed like a cup car, then leaves every straight at full boost with the diff and dampers working as hard as the engine.
Classic Street Single Swap
The definitive 2JZ-GTE recipe: ditch the sequential twins for a modern Garrett G30 single on the stock bottom end, with fueling, cooling, and clutch sorted before the turbo ever makes boost. Around 600 whp on a healthy long block, tuned conservatively for pump-friendly street duty.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | Koyorad Hyper-V 36mm Aluminum Radiator (JZA80) | A 25-year-old plastic-tank radiator will not survive triple the stock heat load, so cooling goes in first. | $625 |
| 2 | Walbro F90000274 450lph E85 In-Tank Pump | Drops into the stock hanger and feeds 600+ whp on E85 without touching the factory lines. | $185 |
| 3 | ID1050X Injectors, Set of 6 (11mm, 14mm top) | Matched flow data and clean low-pulse behavior keep the idle stock-smooth even at this power level. | $1,150 |
| 4 | ETS 4.0in Front Mount Intercooler Kit (JZA80) | The stock side-mount heat-soaks in one pull; this core keeps intake temps flat on back-to-back hits. | $1,395 |
| 5 | HKS Hi-Power 95mm Cat-Back Exhaust (JZA80) | A 95mm cat-back is the classic Supra look and the single turbo needs the flow anyway. | $1,180 |
| 6 | OS Giken GT2CD Twin-Plate Clutch (V160/Getrag) | Go in while the trans is out for the turbo install; the twin-plate holds 600 whp yet stays streetable in traffic. | $2,975 |
| 7 | Garrett G30-770 Single Turbo Kit (T4 manifold + 45mm gate) | The modern answer to the old T66 single: full boost by 4,000 rpm instead of a light-switch at redline. | $4,850 |
| 8 | Haltech Elite 2500 ECU + JZA80 Terminated Harness | Plug-in harness means no wiring surgery, and flex-fuel plus proper knock control protect the stock internals. | $2,250 |
| Total | $14,610 | ||
It drives like a stock Supra until 4,000 rpm, then pulls like the internet legends promised, all with air conditioning and a smooth idle.
900whp Quarter-Mile Monster
The culture that made the 2JZ famous: a built-motor, big-single drag Supra. Forged rotating assembly and 625+ studs go in before the G42 ever sees boost, twin in-tank pumps feed E85, and a twin-plate clutch puts 900 whp through the Getrag at the strip.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | CP Pistons + Carrillo Pro-H Rods Forged Package | The stock cast pistons are heroic but not 900 whp heroic; the bottom end comes apart before anything else. | $2,900 |
| 2 | ARP Custom Age 625+ Head Stud Kit | At 40+ psi the head gasket is the fuse, and 625+ studs are the only clamp load that keeps it sealed. | $760 |
| 3 | Radium Fuel Pump Hanger, Dual Walbro 450 (JZA80) | Twin 450s in a baffled hanger keep fuel pressure pinned through the launch and the full pull. | $480 |
| 4 | ID1700X Injectors, Set of 6 | E85 at 900 whp needs serious volume, and 1700s carry it with duty cycle to spare. | $1,540 |
| 5 | ETS 4.0in Front Mount Intercooler Kit (JZA80) | The 4-inch core soaks up the heat of a 40 psi hit so trap-speed pulls repeat all night. | $1,395 |
| 6 | Koyorad Hyper-V 36mm Aluminum Radiator (JZA80) | Staging lanes are idle-and-heat-soak hell; the 36mm core buys you consistent water temps between rounds. | $625 |
| 7 | OS Giken GT2CD Twin-Plate Clutch (V160/Getrag) | The twin-plate is at the edge of its 900 whp rating here, so launch on the clutch, not on slip. | $2,975 |
| 8 | Garrett G42-1200 Turbocharger | The big G42 is lazy on the street and exactly right at the strip, where the two-step keeps it lit. | $3,350 |
| 9 | Haltech Elite 2500 ECU + JZA80 Terminated Harness | Boost-by-gear, two-step, and flex fuel are what turn a 900 whp dyno queen into a car that actually hooks. | $2,250 |
| Total | $16,275 | ||
Below the two-step it feels like a truck, but from the burnout box onward it is pure violence, ripping through the Getrag toward 8-second aspirations.
Classic Street Single Turbo FD
The definitive FD3S recipe: ditch the failure-prone sequential twins for a modern EFR single, back it with proper cooling and fuel, and land at a rock-solid 400 whp that starts, idles, and drives to work every day.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | 53mm All-Aluminum Racing Radiator | Rotaries die from heat before anything else, so cooling gets upgraded before a single extra pound of boost. | $460 |
| 2 | Type-29F Front Mount Intercooler Kit | The stock top-mount heat-soaks in one pull; a front mount keeps intake temps sane on summer street driving. | $1,500 |
| 3 | REV8 Dual-Tip Stainless Cat-Back Exhaust | Frees up exhaust flow for the coming single turbo while keeping the brap civilized enough for the neighbors. | $1,300 |
| 4 | Walbro 450 LPH F90000274 E85 In-Tank Pump | Cheap insurance that the fuel system never runs lean at the top of fourth gear, with E85 headroom built in. | $180 |
| 5 | ID1050X Injectors, Primary + Secondary Set of 4 | A full set of 1050s covers 400 whp with margin, because a lean rotary is a dead rotary. | $760 |
| 6 | HD Pressure Plate + Performance Street Sprung Disc | Holds the new torque without a leg-day pedal, so the car stays pleasant in stop-and-go traffic. | $720 |
| 7 | Power FC + FC Commander (FD3S) | The classic FD standalone goes in before the turbo so a safe base map is loaded on the first start. | $1,200 |
| 8 | BorgWarner EFR 7670 Single Turbo Kit | The EFR's quick spool makes 400 whp feel almost sequential, minus the vacuum-hose nightmare it replaces. | $6,200 |
| Total | $12,320 | ||
The finished car pulls like the twins never could, with linear boost from 3,500 rpm and the reliability to be driven hard every single weekend.
Time Attack Circuit Weapon
A ground-up circuit build in the RE Amemiya tradition: fresh motor with upgraded seals, a big Garrett single at 500 whp, and a full chassis package of Ohlins, big brakes, RPF1s, and a clutch-type diff to actually use it.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | 13B-REW Master Rebuild Kit w/ RA Super Seals | Sustained track boost on 25-year-old apex seals is a gamble, so the build starts with a fresh motor rated for the goal. | $2,100 |
| 2 | 53mm All-Aluminum Racing Radiator | Twenty-minute sessions demand a cooling system that never lets coolant temps creep past the danger zone. | $460 |
| 3 | Type-29F Front Mount Intercooler Kit | Consistent intake temps mean consistent lap times, lap after lap after lap. | $1,500 |
| 4 | Walbro 450 LPH F90000274 E85 In-Tank Pump | Feeds 500 whp worth of E85 with the margin left to survive sustained high-g corners. | $180 |
| 5 | ID1050X Injectors, Primary + Secondary Set of 4 | The full 1050X set flows enough for the 500 whp target while keeping idle and paddock manners clean. | $760 |
| 6 | Elite 2500 ECU + FD3S Plug-and-Play Adapter | Modern engine protection, flex fuel, and per-lap logging are non-negotiable when a lean spike costs a whole engine. | $2,450 |
| 7 | TR Series TR2CD Twin Plate Clutch | A twin plate shrugs off flat-shift abuse at 500 whp and drops rotating mass so the rotary revs even quicker. | $2,300 |
| 8 | Garrett G35-900 T4 Single Turbo Kit | The G35-900's 700 hp ceiling means the 500 whp tune runs the turbo well inside its efficiency island all day. | $6,900 |
| 9 | Road & Track DFV Coilovers | DFV damping keeps the FD's famously nervous rear planted over curbs without punishing the chassis. | $2,700 |
| 10 | ST-40 328mm Front Big Brake Kit | Repeatable braking from 150 mph into the heavy zones is where time attack laps are actually won. | $2,900 |
| 11 | RPF1 17x9 +22 (Set of 4) | The eternal time-attack wheel: featherweight, strong, and wide enough for serious 255-section rubber. | $1,400 |
| 12 | Superlock 1.5-Way Clutch-Type LSD | A 1.5-way lockup puts all 500 wheel horsepower down off slow corners instead of lighting up the inside tire. | $1,800 |
| Total | $25,450 | ||
The finished car is a scalpel that carries absurd mid-corner speed, hooks hard off every apex, and repeats its fastest lap within tenths until the fuel runs out.
Built B-Series 400whp Street Turbo
The classic Honda recipe: forge the bottom end of a B-series VTEC, hang a modern Garrett G25 off it, and make reliable 400whp that still commutes. Supporting mods go in first so the boost has somewhere safe to land.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | Wiseco 81.5mm Forged Pistons + Eagle H-Beam Rods | Stock B-series rods tap out fast under boost, so the bottom end gets forged before the turbo is even ordered. | $1,295 |
| 2 | Koyorad HH-Series 36mm All-Aluminum Radiator (DC2/EK) | Boost adds heat the little OEM core was never asked to handle; the 36mm Koyo keeps summer traffic boring. | $345 |
| 3 | Competition Clutch Stage 4 6-Puck (B-series hydro) | A 6-puck goes in while the motor is already out — it is grabby around town but holds every bit of 400whp. | $429 |
| 4 | Walbro GSS342 255lph Fuel Pump | The 255lph in-tank pump is the cheap insurance that keeps fuel pressure from sagging at full boost. | $125 |
| 5 | Injector Dynamics ID1050-XDS (set of 4) | ID1050s have headroom well past this target and idle cleanly, so the car stays streetable on pump gas. | $1,140 |
| 6 | Mishimoto Universal 24x12x3 Front-Mount Intercooler + Piping | The front-mount and piping get mocked up before the turbo so charge temps are handled from the first pull. | $420 |
| 7 | Garrett G25-550 Turbocharger | The G25-550 spools like a much smaller turbo but supports 500+, so 400whp is an easy, unstressed tune. | $1,895 |
| 8 | Hondata S300 V4 | S300 in the OBD1 ECU ties it all together — boost-by-gear, launch control, and a proper street dyno tune. | $795 |
| Total | $6,444 | ||
It idles like a Civic and drives to work all week, then rips off a violent, front-tire-shredding second gear the moment the G25 comes alive.
All-Motor DC2 Time Attack Tribute
The JDM time-attack formula: keep the B-series screaming naturally aspirated and spend the money on chassis, brakes, and lightweight wheels. Grip and corner speed first, then cams and a tune to chase 190whp at 8,600rpm.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | MFactory Helical LSD (B-series hydro) | A helical diff is the single biggest lap-time mod on a FWD Honda — it drags the nose out of every apex. | $445 |
| 2 | Ohlins Road & Track DFV Coilovers (DC2/EK) | DFV damping stays composed over curbs, which is where FWD time-attack cars find their tenths. | $2,720 |
| 3 | Wilwood Forged Dynapro 6 Big Brake Kit 12.19in (DC2) | Six pistons and 12.19in rotors mean the braking zone stays the same on lap one and lap twenty. | $1,795 |
| 4 | Volk Racing TE37 15x8 +35 (set of 4) | Forged 15x8 TE37s cut unsprung weight and clear the big brakes — and no Honda time-attack build is complete without them. | $3,080 |
| 5 | Koyorad HH-Series 36mm All-Aluminum Radiator (DC2/EK) | Twenty minutes of sustained VTEC will heat-soak a stock core; the Koyo keeps water temps flat all session. | $345 |
| 6 | Skunk2 Alpha Series 4-2-1 Header | The 4-2-1 Alpha header wakes up the midrange exactly where you exit slow corners in third gear. | $475 |
| 7 | Spoon Sports N1 Muffler (60.5mm) | The N1 is the sound of Tsukuba — free-flowing 60.5mm piping with the raspy top-end note the class demands. | $795 |
| 8 | Skunk2 Pro 1+ Camshafts (B-series VTEC) | Pro 1+ cams stretch the VTEC window toward 8,600rpm while staying drivable enough for out-laps and paddock crawling. | $565 |
| 9 | Hondata S300 V4 | The cams are worthless without a tune — the S300 dials cam angle and VTEC crossover to squeeze out the last few whp. | $795 |
| Total | $11,015 | ||
It feels like a 2,300lb scalpel that carries absurd mid-corner speed, screams to 8,600rpm between apexes, and rewards commitment more than horsepower.
The Definitive Street Turbo RENESIS
The build every serious RX-8 owner eventually arrives at: sort cooling, lubrication, spark, driveline, and fuel first, then hang the Turblown EFR7163 on a healthy engine and let an Adaptronic standalone run it at streetable boost for a reliable ~320whp.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | Mishimoto Silicone Coolant Hose Kit + 1.3 Bar Cap | Fresh silicone hoses and a higher-pressure cap come first — a RENESIS that runs hot will not survive boost. | $175 |
| 2 | Setrab Dual Oil Cooler Upgrade Kit with Ducting | Properly ducted dual coolers tame oil temps, the number-one killer of turbocharged rotaries. | $985 |
| 3 | Sohn Adapter OMP Premix Conversion Kit | Converts the metering pump to inject real 2-stroke premix so the apex seals stay lubricated under load. | $295 |
| 4 | BHR Ignition System (GM D585 Truck Coils + 8.5mm Leads) | The failure-prone stock coils are done by 30k miles; D585 truck coils keep the spark lit under boosted cylinder fill. | $549 |
| 5 | ACT HD/SS Spring-Hub Clutch Kit (ZX6-HDSS) | The factory clutch will not hold turbo torque — swap it now, before the exhaust and downpipe go back on. | $825 |
| 6 | Walbro F90000274 450lph E85 Fuel Pump + Install Kit | A 450lph in-tank pump gives the fuel system headroom now and leaves the door open for E85 later. | $219 |
| 7 | Injector Dynamics ID1050X Secondary Injector Set | 1050cc secondaries cover the fueling to 400whp while the stock primaries preserve idle and cruise manners. | $720 |
| 8 | Turblown Front-Mount Intercooler Kit | The front-mount goes in ahead of the turbo plumbing and keeps intake temps sane on back-to-back pulls. | $1,295 |
| 9 | Turblown Engineering BorgWarner EFR7163 Turbo Kit | The centerpiece — the EFR7163 spools early for a rotary and makes 300+ whp feel effortless at street boost. | $7,495 |
| 10 | Adaptronic Modular M2000 Plug-In Standalone ECU | A plug-in standalone with rotary-specific strategies, tuned conservatively around 10-11 psi for street longevity. | $1,895 |
| Total | $14,453 | ||
Instant boost stacked on the 9,000-rpm rotary character makes it pull like an engine twice its size, yet it still idles through town and does cars-and-coffee duty without drama.
Keep It Alive: The RENESIS Longevity Package
A reliability-first OEM+ package that fixes every known RENESIS weak point — cooling, oiling, and ignition — before adding a tasteful Racing Beat cat-back and a proper flash tune to unlock what the engine had all along.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | Mishimoto Silicone Coolant Hose Kit + 1.3 Bar Cap | Age-hardened coolant hoses and marginal cooling headroom sink more RX-8s than anything else — refresh them first. | $175 |
| 2 | Setrab Dual Oil Cooler Upgrade Kit with Ducting | The factory coolers are undersized and poorly ducted; this keeps oil temps in range even in summer traffic. | $985 |
| 3 | Sohn Adapter OMP Premix Conversion Kit | Feeding the apex seals real 2-stroke oil instead of sump oil is the single best insurance policy for a RENESIS. | $295 |
| 4 | BHR Ignition System (GM D585 Truck Coils + 8.5mm Leads) | Weak stock coils cause the misfires and hard-start flooding the RX-8 is infamous for — this ends both. | $549 |
| 5 | Racing Beat REV8 Dual-Tip Cat-Back Exhaust | The classic tasteful RX-8 exhaust: a proper rotary bark at full song without droning on the commute. | $1,195 |
| 6 | MazdaEdit Flash Tuning License + OVD Cable | A conservative flash cleans up the lean factory calibration, bumps OMP delivery, and ties the exhaust into a modest, safe gain. | $695 |
| Total | $3,894 | ||
It feels like the RX-8 Mazda should have shipped — crisper throttle, stable temps, a muted rotary bark, and the confidence to rev to 9,000 rpm every single day.
FP Red Flex-Fuel Street Evo
The definitive streetable 4G63T recipe: a stock-frame FP Red on E85 flex fuel with speed density, tuned on the factory ECU via Tactrix. Full fuel system and charge cooling go in first, so the 440whp arrives on a foundation that can actually feed and hold it.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | Tactrix Openport 2.0 (EcuFlash/EvoScan) | Log fuel trims, knock counts, and boost before spending a dime on power — a healthy baseline is the cheapest insurance in the build. | $185 |
| 2 | Walbro 450LPH E85 Pump (F90000274) | E85 needs roughly 30 percent more volume than gas, so the pump goes in before any corn ever touches the tank. | $195 |
| 3 | ID1050-XDS Injectors (set of 4) | 1050cc of ethanol-compatible headroom means the injectors never become the ceiling at this power level. | $1,180 |
| 4 | Zeitronix ECA-2 Flex Fuel Kit (GM sensor) | The GM content sensor lets the tune blend between 93 and E85 automatically, so you can road-trip past ethanol deserts without a laptop. | $265 |
| 5 | ETS 3.5in Front Mount Intercooler + Piping | The stock side-mount heat-soaks in two pulls; the 3.5in ETS core keeps intake temps flat so the tune never has to pull timing. | $1,395 |
| 6 | Exedy Hyper Compe-D Twin Plate Clutch | Install the clutch while the trans is your only downtime — a slipping OEM disc will eat the new turbo's torque on the very first launch. | $1,995 |
| 7 | FP Red Turbocharger (TD05HR stock frame) | Stock-frame fitment means factory manifold, O2 housing, and oil lines all bolt up — big-turbo power with none of the kit-car plumbing. | $2,295 |
| 8 | Omni Power 4-Bar MAP Sensor (Speed Density) | Ditching the failure-prone MAF for 4-bar speed density cleans up idle, recirc, and the top of third gear right before the final flex tune. | $215 |
| Total | $7,725 | ||
It still idles and commutes like a stock Evo on 93, but fill the tank with E85 and the Red spools by 4k and pulls with a violent, all-wheel-drive shove to redline that embarrasses cars costing three times as much.
2.3L PT6266 Time Attack Evo
A ground-up time attack package that fixes the chassis, brakes, and drivetrain before the motor comes apart: refreshed transfer case, Ohlins DFV, Girodiscs, and RPF1s, then a Manley 2.3 stroker with Kelford 272s fed by a PT6266 and run on a Link G4X standalone. 550whp with the footwork to use every bit of it.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | Evo Transfer Case Rebuild (exchange service) | The transfer case is the Evo's glass jaw — rebuild it first, because doubling torque on a 20-year-old case ends weekends early. | $1,450 |
| 2 | Girodisc 2-Piece Front Rotors (Evo Brembo) | Two-piece rotors shed unsprung weight and shrug off repeated threshold braking, and lap-day brakes matter before lap-day power. | $1,295 |
| 3 | Ohlins Road & Track DFV Coilovers | DFV damping keeps the tire loaded over curbs and mid-corner bumps, which is where an Evo actually finds its lap time. | $2,995 |
| 4 | Enkei RPF1 17x9 +35 (set of 4) | The eternal time attack wheel: 17x9 clears the Brembos, weighs nothing, and opens the door to a proper 255-plus square setup. | $1,360 |
| 5 | Manley 2.3L Stroker Kit (94mm crank, Turbo Tuff rods, forged pistons) | The 94mm crank buys mid-range torque a big turbo would otherwise steal, and Turbo Tuff rods end the 4G63's stock-rod anxiety for good. | $3,250 |
| 6 | GSC Power-Division Beehive Spring Kit w/ Ti Retainers | Springs and Ti retainers go in while the head is off for the stroker — aggressive cams on tired valve springs is how valves meet pistons. | $565 |
| 7 | Kelford 272 Camshaft Set | 272s move the 2.3's powerband right into the PT6266's efficiency range and add the top-end lungs the stroker alone can't. | $950 |
| 8 | Walbro 450LPH E85 Pump (F90000274) | Fuel supply gets sorted while the car is already apart — 450LPH covers 550whp of ethanol with margin for hot-lap voltage sag. | $195 |
| 9 | ID1050-XDS Injectors (set of 4) | Matched, well-characterized injectors make the standalone's fuel model trustworthy instead of a guessing game at 30psi. | $1,180 |
| 10 | Exedy Hyper Compe-D Twin Plate Clutch | The twin plate holds 550whp of clutch-kick launches and still has a light enough pedal to heel-toe all day. | $1,995 |
| 11 | ETS Turbo Kit w/ Precision PT6266 Gen2 | With the bottom end, head, fuel, and clutch already done, the PT6266 bolts onto a platform that can actually survive it. | $4,850 |
| 12 | Link G4X EvoLink Plug-In ECU | The plug-in G4X brings real boost-by-gear, antilag, and per-cylinder knock control for the final dyno and track shakedown. | $1,795 |
| Total | $21,880 | ||
It turns in flat on the Ohlins, brakes deeper every lap, and the 2.3 hits full boost off slow corners with a savage mid-range that fires it down the straight — a purpose-built tool that makes fast laps feel inevitable.
The Streetable Inline Pro Turbo Build
The definitive boosted S2000: an Inline Pro turbo on a healthy stock F20C, with fueling, cooling, clutch, and a proper standalone sorted before the first psi of boost. Roughly double stock power while keeping pump gas, AC, and daily manners.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | Koyorad Hyper V-Core Aluminum Radiator | Compression-test the motor while the coolant is drained; a 20-year-old core has no business sitting in front of a turbo. | $585 |
| 2 | ACT HD Pressure Plate & Performance Disc Kit | The stock clutch will slip the day the tune is finished, so do it now while the car is on jack stands anyway. | $825 |
| 3 | DW300c 340lph In-Tank Fuel Pump | Drop-in 340lph pump gives the headroom the factory unit runs out of past about 300whp. | $199 |
| 4 | ID1050-X Injector Set | Sized for E85 later if you want it; matched flow data makes the base map far easier to dial in. | $1,140 |
| 5 | Inline Pro S2000 Turbo Kit | The proven F20C kit; at wastegate spring pressure it lands right in the stock-block sweet spot. | $7,450 |
| 6 | Full-Race Front Mount Intercooler Upgrade | Keeps intake temps flat on back-to-back pulls so the tune never has to pull timing in summer traffic. | $1,350 |
| 7 | Elite 1500 with S2000 Plug'n'Play Adapter | Plug-and-play harness keeps the interior stock; finish with a conservative 10-11psi pump-gas dyno tune. | $2,395 |
| Total | $13,944 | ||
Below 4,000 rpm it still drives like a stock roadster, then boost and VTEC arrive together and it pulls like a junior supercar all the way to nine grand.
9,000 RPM Club: Track-Day NA Package
The culturally correct S2000: no boost, just chassis. Bushings, Ohlins, big brakes, TE37s, and an OS Giken diff first, then cooling for 25-minute sessions, and finally the Toda header and a tune to sharpen the scream.
| # | Part | Why this order | Price |
|---|---|---|---|
| 1 | Hardrace Complete Hardened Bushing Kit | Two decades of dead rubber makes every other chassis part pointless; refresh the arms before you pay for an alignment. | $790 |
| 2 | Ohlins Road & Track DFV Coilovers | The DFV valving tames the AP1 snap-oversteer at the limit without beating you up on the drive to the circuit. | $2,865 |
| 3 | StopTech ST-40 328mm Front Big Brake Kit | The stock sliders cook by lap four; this kit holds a firm pedal for a full session on street-legal pads. | $2,650 |
| 4 | Volk TE37 Saga S-plus 17x9 / 17x10.5 Set | Square-feel staggered TE37s clear the big brakes and open up a real 255/285 tire package. | $4,480 |
| 5 | OS Giken Super Lock 1.5-Way LSD | The tired factory Torsen gives up on corner exit; the 1.5-way puts both rears to work off slow corners. | $2,150 |
| 6 | Koyorad Hyper V-Core Aluminum Radiator | Sustained 8,000 rpm laps will heat-soak the stock core; do coolant health before chasing lap times. | $585 |
| 7 | Setrab Thermostatic Oil Cooler Kit | Oil temps are what actually kill track-driven F20Cs; the thermostatic plate keeps street warm-up normal. | $695 |
| 8 | Toda Racing 4-2-1 Exhaust Manifold | The classic NA F20C unlock: real midrange and top-end gains where the stock manifold chokes. | $2,250 |
| 9 | Berk Technology 70mm Catback Exhaust | 70mm piping lets the header breathe and passes most track-day sound limits with the silencer in. | $1,095 |
| 10 | Series 2 EMS 30-6052 Plug & Play | A proper dyno tune on the classic S2000 standalone is what turns header and exhaust into real wheel horsepower. | $1,895 |
| Total | $19,455 | ||
It feels telepathic rather than fast: a flat, planted chassis, brakes that never fade, and an intake howl at 9,000 rpm that makes 228whp feel like the only correct number.