Beiträge von Igor

  • US only! Vergleich Modelljahre, AP1 vs. AP2

    Model Year 2003

    • Only change was to offer white cars with a tan interior.
    • A Honda dealer says the clutch disc changed for 2003.
    S2000 “Modulo” or “Factory Performance (FP)” In 2003 Honda announced that its division Honda Access Corporation, a Japan based operation that specializes in improving the look and performance of Honda company cars, will undertake the S2000. The FP team is led by Makoto Tamamura, the chief suspension engineer for the original NSX. To begin with the team will concentrate on only the handling traits for performance; engine tuning may come later. As of early 2003, USA availability is undetermined.

    R&T’s early test vehicle (March 2003 issue) had 5-way adjustable suspension system, the entire double-wishbone set recalibrated, 17" wheels with Yokohama Advan TNR 215/45ZR-17s, slotted brake rotors and special brake pads.

    At Willow Springs the stock S2000 lapped at 1:38.2. The Modulo did 1:37.6. The cost for picking up the extra ½ second, in Japan pricing, was $5,500.

    Nothing more has been heard of this since.

    Model Year 2004

    (Second generation S2000).

    ENGINE
    To improve torque output, Honda engineers stroked the all-aluminum four-cylinder 6.7mm to deliver another 160cc of displacement and a slightly undersquare configuration. By Honda's measurement, there's still 240 hp at your command, only it arrives at 7800 rpm, some 500 rpm lower than previously delivered. This is because the increase in piston speed from the long-stroke layout would stress the internals to the breaking point at a higher rpm. It's one of those physics things.
    • Redline dropped from 9000 RPMs to 8000 RPMs.
    • F20C engine code changed to F22C ( 2.2 liter) in North America market; the F20C (2.0 liter) remains in production elsewhere. Reportedly Greece gets the F22C too with engine code designation F22C1.
    • Through the use of a longer stroke (increased to 90.7mm from 84mm), the motor's displacement was increased from 1997cc (2.0L) to 2157 cc (2.2L).
    • Basically a 500rpm shift of the horsepower curve (to the left, on the rpm scale). Thus the new motor makes the same power as the older F20C, simply 500rpms sooner at basically every point on the curve.
    • Compression has been bumped up a tenth of a point to 11.1 (from 11.0:1) and the valve timing has been altered to enhance mid-range performance.
    • 240hp at 7800 rpm (vs 240hp@8300 rpm) and 162 lb-ft @ 6500 rpm (vs 153 lb-ft @ 7500 rpm).
    • This will improve oil consumption and reduce piston noise, Honda improved the cylinder machine honing process by bolting a dummy head to the block (a technique used in race engine building) to improve accuracy. It results in reportedly less than 25% of the deformation on a block.
    • The enlarged displacement results in a 6-10% improvement in horsepower and torque from 1000 to 8000 RPMs. Honda claims at the normal operating range of 4500 RPMs the 8 ft-lb torque increase in real world driving translates to 15 ft-lbs over the prior years engine.
    • Continues to use traditional VETC instead of iVTEC as on the K-series motors.
    • highway gas mileage dropped 1 mpg
    • Honda claims better acceleration in each gear, offset only slightly by the reduced top speed potential in each gear (in the older car, thanks to the slightly taller gearing and extra rev capacity, you're able to hold a gear a bit longer, resulting in better acceleration during that brief period where the '04 must up shift while the '00-'03 is able to remain in the lower gear).
    • Throttle pedal travel was shortened and pedal effort increased. By reducing the diameter of the throttle body drum, pedal effort is increased approximately 10% at the completely shut end, and 6% at WOT. This was done partly to reduce the occurrence of accidental throttle input such as when the driver encounters a road undulation. Accelerator pedal travel was shortened by approximately 10mm.
    • The '03's pistons whiz at 4906 feet per minute at 8900 rpm, whereas the '04's slugs rip along at just 4761 feet per minute at 8000 rpm.

    TRANSMISSION
    • A tighter secondary gear reduction ratio (1.206 vs 1.16) to provide a bit more snap off the line and to better match the characteristics of the new motor. This is also called the intermediate ratio and is the gear after the transmission and before the driveshaft. It goes like this: Crankshaft --> clutch --> transmission (gears 1-6 + R) --> intermediate ratio gear --> driveshaft --> rear diff --> axles
    • 4% shorter ratios for 1st through 4th gears while the 5th ratio is effectively 1% shorter and 6th is effectively 2% longer, for a slightly more relaxed cruise speed. 5th gear ratio changed from 0.971 to 0.942. 6th gear ratio changed from 0.811 to 0.763.
    • Carbon fiber synchromesh replace the solid brass ones for all gears except reverse. The new design features a brass ring with a carbon fiber element bonded on the inner surface, resulting in simplified mechanical components, increased synchronizer capacity, improved abrasion resistance, and reduced weight. The weight reduction and increased capacity translates to a smoother and quicker shifting feel. Further enhancing shift feel quality is a reduction in the load acting on the disc spring. Per Honda, this tweak results in reduced shift **** operational load and reduced harshness.
    • transmission case rigidity improved

    CLUTCH

    • Redesigned clutch and clutch case.
    • To reduce the "impact torque" of a high rpm clutch dump, the new clutch has an additional orifice at the sleeve cylinder, which reduces the torque reaction acting on the drivetrain, in effect a clutch delay system.
    • The clutch case has incorporated additional rib reinforcements to reduce vibrations and noises generated by the drivetrain. The additional ribs have improved clutch case rigidity by approximately 10%.

    DIFFERENTIAL
    • Redesigned differential; it has been beefed up.
    • By moving to an FCD material (from FC), the case rigidity was improved by 40% while the overall case strength was increased 20%.
    • Gear fatigue resistance improved by 5% through a change in the shot peening method for the drive pinion gear.

    SUSPENSION & STEERING
    • Front spring rates increased by nearly 7%
    • Rear spring rates were softened by roughly 10%.
    • Shock damper rates have been adjusted accordingly.
    • Front stabilizer bar is unchanged.
    • Rear stabilizer bar was reduced in diameter by 1.8mm to 25.4 mm to improve bump steer & cornering.
    • To enhance steering feel and accuracy, the suspension geometry was altered slightly, lowering the steering knuckles by 1.5mm.

    One owner’s research found the front suspension received a new front upper arm (left side only); some owner’s speculate that was to correct difficulties in setting the camber on that side. There’s a new part number for the self lock cam nut and bolt at the lower arm’s adjustment point. There’s a new part number for the front lower arm but no apparent geometry change; it’s thought to be a test spec. There are no apparent changes to the front sub frame. The rear suspension received a new knuckle and they moved the mounting point for the control arm. The bushing for the upper arm now has a separate part number; previously it bundled with the part. The tabs for the rear upper arm in rear sub frame have a new part number; it could be durability or geometry change. Front and rear hubs remain the same.

    • The EPS (Electrical Power Steering) system features an optimized steer response gain, while the software was updated to improve steering linearity and agility. The steering gear ratio was also changed to match the new suspension and tire characteristics. Increased rigidity of the steering gearbox supporting mounts results in improved steering precision as well.
    • One of the "features" of the outgoing S2000's rear suspension was its tendency to exhibit bump steer at the limits. Honda's engineers have attacked this issue from several angles. Rear toe in was reduced from -0deg 19' to -0deg 10'. At a 50mm bump deflection, toe-in has been reduced from -0.19 degrees to -0.05 degrees. Secondly, the rear roll center was lowered from 101mm to 92mm. Honda claims improved roadholding under full suspension compression or during severe body roll situations.
    • Honda claims improvements in overall stability, steering accuracy/effort/feel, bump steer characteristics, wet performance/hydroplaning, high-speed stability, smooth ride comfort, choppy ride comfort, and at the limit controllability.
    • steering wheel lock-to-lock increased from 2.4 to 2.6 wheel turns.
    • steering ratio lowered from 13.8:1 to 14.9:1

  • US only! Vergleich Modelljahre, AP1 vs. AP2

    Model Year 2001

    • Model year 2000 did not have a clock. Per Honda, it was intentionally left out due to the race car theme. It became standard equipment on 2001 model.
    • Model year 2000 offered wind deflector as an option; it became standard with the 2001.
    • Red floor mats became available.

    Model Year 2002

    • Public pressure was strong to replace the plastic rear window design with a glass window, equipped with a defroster, which became standard for 2002 model. The window is smaller in size and the top frame was redesigned to accommodate the glass.
    • The UK Press release states “.. for 2002, there is a significant change in the suspension’s fine tuning. Spring rates have been increased, anti-roll bar stiffness reduced, and the gas-filled dampers (shocks) recalibrated. The changes have been made to improve steering feel and handling progression at the limit, while maintaining the response, grip and balance of the original S2000.” {All three changes would be for an understeer correction.}
    • Anti-roll bars: Front & rear sway bars were reportedly changed. Originals were F: 28.2 mm (1.11") x 5.0 mm, R: 27.2 mm (1.07") x 5.3 mm. A new ‘02 owner says his measures: F: 26.11mm and R: 27.35mm.
    • Springs: ‘ 02 rear springs have a new part number.
    • Early stereo complaints were addressed in the 2002 model with an upgrade from 20 to 30 watts per channel and the addition of door mounted tweeters. The door speakers are blue-plastic, have no 'paper' cone, magnet is still small, but owner’s report the 2002 sounds vastly better.
    • The solid aluminum shift **** could be cold as ice in winter or very hot in the sun, for the 2002 model it was changed to a combination leather and aluminum ****.
    • The black interior color shade has changed to a dark grey or charcoal bluish black shade.
    • The stereo has digital bass/treble/fade/bal controls. You push the right **** and set them as opposed to small black ***** that you would push to pop-out.
    • The tonneau cover changed. There is only 1 clip on the each side to push in from underneath. The elastic bands straps on each side remain the same. Reportedly its easier to attach and doesn't appear to 'flap' up like previous design.
    • The shade of wheels are a slightly darker silver with a little more metallic-flake.
    • Heat and A/C fan are more powerful. The 2nd and 3rd fan speeds are noticeably more effective.
    • A chrome ring has been added to the tail-lights.
    • A metal ring has been added to the interior door panel pulls.
    • The horn reportedly has a different tone.
    • The plastic trim piece that outlines the dash, as well as the trapezoidal plastic plate in which the roof and hazard buttons sit, are made of a different color/finish plastic – a gray, grooved plastic rather than the bland black untextured plastic.
    • The cupholder cover and trash hole behind it are textured plastic as opposed to the same untextured earlier ones.
    • Interior leather and plastic colors have changed. For example, earlier Silver cars came with a combination of red and black interior. The 2002 model comes with a solid red interior (dash, doors, center storage, etc.).
    • Radio design and color changed.
    • It’s said to have improvements in the transmission to make it smoother and provide quieter shifts.
    • The dead-pedal is now metal/rubber and matches the other pedals.
    • A vinyl console cover replaces the carpet console cover.
    • The buttons for the defroster and cruse-control on switches are a different shape.
    • The new window defrost button is the cruise control on the right side of the steering wheel.
    • There is a small subtle change in the trunk lid shape at the rear, near the trunk brake light. Reportedly this was to meet the Federal safety standard measurements.
    • The tach indicator line is now white and the scale connected by a solid white arc line.
    • The outside Honda badges are larger.
    • A second post has been added to the carpeted floor mats to secure them.
    • There is very limited cockpit storage in the race car tight confinements, so door panel net storage pockets were added for the 2002 model but they are too small for anything but perhaps a garage door opener.
    • Paint color changes were made. In the US, Sebring Silver replaced Silverstone Metallic (the newer is a brighter silver). Suzuka Blue Metallic was added.
    • Some interior colors were changed in 2002, for example, the red & black interior of the Silver car was changed to ‘all’ red.
    • At mid-model year the banjo bolts in the engine lubrication system were upgraded from two-holes to four-holes each.