I'm having my Spugen single-exit exhaust replaced by a custom polished stainless steel single system and since I don't want to cut into the piping leading into the Ti-blaze muffler
I'm replacing the canister with the carbon fiber/Ti-tip model I have on standby.
These are Revolution series (their top of the line models) and the quality is outstanding.
Check out the welds. A silencer will be included but it's essentially an automotive bookend when you hear the car at WOT without it.
Here is a sampling of a base S2000 at idle/rev.
http://home.comcast.net/~polo437/Spugen/St...ock_revving.mpg
Here is the car with the Spugen single:
http://home.comcast.net/~polo437/Spugen_-_...-_revving_3.mpg

The system is shown below as it appeared when I bought it:


As a result of the gradual bend (which explains why this is Spugen's most powerful
catback...it does not have a sharp angle to it), the exit of the canister is more aggressive and does not come straight out the rear fascia, rather it has what I call the "Supra" angle which frankly, I find very appealing and complimentary to those who plan on going with Rick's Accessories single exit rear fascia cap. Here is the system on my car:




When you hear the car at VTEC in the following link, bear in mind this was another
car with the stock Spugen ti-tip canister. My car is significantly more rowdy, deeper tone and more aggressive (with the Revolution canister) but this gives you
a good idea of what to expect:
http://home.comcast.net/~polo437/Spugen/re...1st_and_2nd.mpg


There is one caveat to this offer. The original Magnaflow resonator went belly up
so to make this system work for you, a new resonator will be required. It can be
Magnaflow or it can be Dynomax, etc. There are hundreds of 'em out there. So,
with that in mind, I paid $250 for my system and an additional $200 for the
replacement canister. I will subtract $50 for a new resonator and sell you the
entire single cat-back (weighs 18-lbs, 34-lbs LESS than stock) for $200. This
INCLUDES the Revolution muffler, so when the fiscal smoke clears, you're
buying a single Spugen with a gorgeous muffler for $250.

I am having my system installed on Monday, the exhaust will be available for
pickup (or mailing) on Tuesday or Wednesday.


Note for locals only: If you prefer the original Spugen Ti-tip muffler (shown above on the rug) switch it out at install and give me the Revolution. The mounting hangers remain on the original canister so it's an easy switch for any shop. I realize the burnt-titanium look doesn't appeal to everyone.
I post here first but will go national if nobody wants the system locally. Something to consider, not only does it drop 34-lbs from your car but it should net you around 9hp post VTEC which is about as much as you're going to get from a catback. Not bad for $200 (plus $50 for a resonator).

 

Sale pending.

 

My roommate has exactly the same AC Revolution muffler. It looks incredible on his car. For his exhaust system though, he just bought the AC Revolution muffler and had Mufflers-4-Less build the piping from the CAT to the muffler. Would you suggest that I just buy 2 AC Revolutions mufflers and have Mufflers-4-Less do the piping?

 

COjOi, if the shop is doing mandrel bends, then they are just as capable of doing
an S2000 catback as anyone else however, like intakes, there are resonance issues
with the bends, length of pipes, etc. that need to be addressed, otherwise it's a crapshoot
to get the best blend of power and tone. I believe Spugen went with about 30-odd
versions before finally coming up with one that suited their parameters.
If you trust the shop doing the work, it can be done and for reasonable change.
The KEY to the functionality of a dual system is minimizing the angle at the Y-joint.
Honda's original design resembles a tuning fork and you actually should strive for a "Y."
Anytime you have right angles in an exhaust, that's restriction. This is why the single
systems make more power (if designed well). The piping exits the cat and literally flows
toward the rear of the car with only a slight upbend to clear the bar. From there, depending
on the angle desired for the exit under the rear fascia, it's a very slight bend to the indent.
If you look at stock duals, the angle of the Y-joint has to go east-west before turning
towards the rear to create a "straight out the back" appearance. While the twin
exit design might look "sporty" in truth, like the stock intake, all-out performance was not the main design criteria. It was created more for looks than justification. Afterall, we've got 4-cylinders, not 8. The stock exhaust weighs 52-lbs and
the mufflers look like the boilers on the Titanic.
Think of it this way...
If the car had come with a single exit system as standard instead of duals, the # of people who would be spending good money for a dual system that adds 34-lbs to the car (while LOSING horsepower) would probably be counted on one hand with enough fingers left over to throw a curveball.
They continue to thrive because that's what people are used to seeing on the car
and anything else looks "unnatural."

 

The single has been sold but I will leave the thread open for further exhaust discussion
if so inclined.