Beiträge von che

Bin auch dabei!


Schöngrüss,
CHE

Der soll angeblich dieses Wochenende an der Auto Zürich Show ausgestellt sein...
Müsste man in natura angucken gehen.
Aber da bin ich gleicher Meinung: 1600kg ist mir auch zu fett!

Hm, das mit einem übereifrigen Ex hab ich mir auch schon überlegt. Aber das würde nicht passen.
Ihr Wohnort und das Restaurant liegen eine halbe Autofahrsstunde auseinander. Einen Verfolger gab's bei meinem ICE-Tempo bestimmt nicht.
(Übrigens ein guter Test, um beim ersten Treffen rauszufinden, ob sie als zukünftige Copilotin taugt oder nicht)
Ja, sonst verlief der Abend sehr positiv. Meine Laune war ja zu dem Zeitpunkt noch okay, da ich davon ausging einen Nagel eingefangen zu haben. (Die Kratzer und Messerstiche habe ich erst am nächsten Tag entdeckt...)
Als ich in Anbetracht des Plattfusses ein langes Gesicht gemacht habe, kam von ihr prompt die Frage:
Ja kannst du denn als Kerl kein Ersatzreifen wechseln?
Antwort: Hm, theoretisch gesehen schon, aber praktisch gesehen nicht. Kein Ersatzrad!
Die Tatsache, dass ich Schlaumeier mein Ersatzrad aus dem Kofferraum verbannt habe, hat sie mit Humor aufgenommen.

Und für die ganz Neugierigen:
Wir treffen uns morgen wieder...

Danke für das Mitgefühl.
Ich hab immer gehofft, dass mir das niemals passiert, aber jetzt hat's mich auch mal erwischt.
Jungs, muss ich die Schweinerei auch noch fotografieren??
Irgendwie ist mir nicht danach, das Ganze auch noch zur Schau zu stellen.

Ja, ist versichert. Aber trotzdem ärgerlich!
Vor allem war ich mit 'ner adretten Biene (first date!) unterwegs.
Hm, und mangels Ersatzreifen im Kofferraum, mussten wir den Wagen stehenlassen und uns von ihrer Schwester im Golf abholen lassen. Und das um ein Uhr morgens. Peinlichpeinlich...

Meiner wurde vorletztes Wochenende ebenfalls heimgesucht:
- ein aufgeschlitzer Reifen
- Motorhaube und linker Kotflügel mit 5 langen, tiefen Kratzern

Hatte meinen S für 4 Stunden auf einen Restaurant-Parkplatz (in Deutschland) im Dunkeln geparkt.

ZUM KOTZEN IST DAS !!!
Ich hätte dem Typen die Hände abgehackt und sein Messer in den A... gerammt !!!
Sorry, musste das so undiplomatisch loswerden.

Mein Lackierer meinte, er müsse die ganze Front lackieren, damit keine Farbunterschiede sichtbar sind.

@Nick

Über die Bremsanlage hast du nichts berichtet. Wie beissen die Brembos zu??

Kofferraum lässt sich auch von aussen öffnen:
Oberhalb des Nummernschildes (zwischen den Nummernleuchten) ist eine Gummitaste (elektrischer Öffner).
Drücken und die Heckklappe springt einen Spalt weit auf.
Das Volumen ist selbst bei S2000-Massstäben mickrig!
Eine Bierkiste geht da nich rein (zu hoch!)...

Schönen Gruss,
CHE

PS: hab ihn leider nur an der Herbstmesse (Jahrmarkt) in Basel anschauen können. Muss schon sagen, der Z sieht in echt recht scharf aus! Gegen Aufpreis (CHF 8'500.- !!!) gibt's sogar Antera-20-Zöller direkt von jedem Nissan-Händler. Die 18er-RAYS füllen die Radkästen bei weitem nicht so bullig aus wie die OZ beim S2000.
Sitzposition ist eindeutig besser (da tiefer) als im S2000.

Eine Testfahrt folgt...

Wie wär's mit Wärmesocken über die Nacht auf die Rückspiegel stülpen?
Okayokay, ich halt mich schon raus...

Ich freu mich schon auf den Winter!

@Christian

Für Honda kann es schon Sinn machen, eine Einstiegsversion zu bringen, um die Absatzzahlen zu erhöhen.
Ein drehmomentstärkerer S2000 mit weniger Spitzenleistung könnte für einige Interessenten Sinn machen.
Die meisten Käufer von Coupés/Cabrios sind in erster Linie vom Design überwältigt und fahren die Leistungen solcher Sportgeräte sowieso praktisch nie aus. Da kenne ich einige...
Wenn ein abgespeckter S2000-160PS (ohne Leder, Klima, Xenon, Sperrdiff, el. Verdeck) auf unter CHF 45'000.- zu stehen käme, dann wäre es eine interessante Alternative für MX-5-Käufer.
Und der verkauft sich bekanntlich nicht schlecht...
Aus unserer Sicht wäre das natürlich kacke: Die Exklusivität würde unter höheren Stückzahlen leiden! Die Preise für den grossen S2000 würden vielleicht davon profitieren...

Schönen Gruss,
CHE

@FCZ

Also von einem Marder kommen die Beissspuren??!!
Die hab ich nämlich auch! So'ne Scheisse!!!
Und ich dachte, dass kommt von den Hintermännern, die sich vergebens an meinem Heck verbeissen...

Schönen Gruss Herr Nachbar!
CHE

Mein Tankrekord war 49.9 Liter...
Die Anfahrt an die Tankstelle war jedoch am Abschleppseil!

Der neue Exige ist um 80kg schwerer (laut EVO Magazine).
Schade, dass auch bei Lotus die Autos wieder schwerer werden müssen! Dabei war ursprünglich das Gewicht ein gewichtiger Faktor im Pflichtenheft als der Ur-Elise entwickelt wurde.
Der Toyota-Motor ist sicher interessant, aber auch um 36kg schwerer als der K-Seriemotor. Scheinbar stand auch der CTR-Motor zur Diskussion, aber wieso auch immer, hat man sich für den Toyota entschieden.
Schade, dass man nicht Nägel mit Köpfen gemacht hat und dem Exige gute 250PS gegönnt hat.

Schönen Gruss,
CHE

Neuer K-Serie K2000 mit 220PS:

@Markus

Hm, danke für deine Ausführungen.
Da sieht man wiedermal, dass Papier geduldig ist...
Dass Theorie (Wunschdenken der Hersteller) und Praxis (Messwerte) ziemlich divergieren können!
Schade, dass man über den S7-S2000 nicht mehr erfahren kann.
Du hast schon recht: auf dem schweizer Markt hat Kumschick fast schon Monopolstellung (leider auch in den Ersatzteil und -Servicekosten feststellbar). Dadurch sind ausser Caterham alle anderen S7-Derivate kaum wiederzuverkaufen.
Von den Getriebeschäden (2. Gang) habe ich auch schon gehört, aber ich dachte, Kumschick hätte das Problem mit einem eigenen Lieferanten für die Getrieberäder gelöst (?).
Kennst jemanden der einen vergaserbestückten Lotus 7 mit BDR-Maschine fährt? Sind die bei vernünftiger Tuningstufe haltbar?
Ich finde die alten Doppelvergaser-Modelle einfach geil, auch wenn sie weniger perfekt und nicht wartungsfrei sind.
Das Röcheln, Saugen, Trompeten...

Schönen Gruss,
CHE

@Martin

Naja, mit der Zulassung hast du schon recht.
Die Abgaswerte kannst du vergessen.
In der Schweiz kriegst du bis 180PS aus der K-Serie.
Und dann gibt's noch den Competition exklusiv von Kumschick:
303-TurboPS! Das Gewicht wird mit unter 600kg angegeben.
Der R300 wird aber laut deutschem Importeur bei euch schon angeboten oder nicht??
Aber in England gab's auch noch die ultraleichten (440kg) Caterham mit Fireblade-Motor (170PS bei 10'500 U/min).
Träumträum...
Mein ehemaliger S7 war auch als 1600er mit 84PS zugelassen.
Aber wirklich drin war ein 1700er mit 135PS.
Für den schweizerischen TüV musste nur die Vergaseranlage umgebaut werden.
Aber eben, es kann lange gut gehen und irgendwann kann's einen Morzärger geben...
Den stärksten Caterham, den ich fahren konnte, hatte 200PS und das ist lässt schon das Grinsen während der Fahrt zum Dauerzustand werden!

Schönen Gruss,
CHE

PS: weisst du wer den Caterham mit S2000-Motor besitzt? Einzelheiten des Umbaus würden mich brennend interessieren!

@Hubbs

Tue dir das nicht an einen gut motorisierten S7 zu fahren!
Sonst steigst du nie mehr aus (nicht weil du nicht mehr raus kommst) & dein S2000 verrottet in der Garage.
Mein Fazit:
Der S2000 ist ein super Kompromiss für Alltag und Fun.
Hat man aber den S2000 nur als Schönwetterfreizeitauto, dann ist ein S7 mehr als eine Versuchung umzusteigen!
Ein gutgemachter S7 lässt den S2000 auf kurvenreicher Strecke eiskalt stehen! Ausser auf der BAB natürlich.

War auch schon im Forum zu sehen: S2k-Motor im S7


R500 K-Serie mit 230PS

Hi folks

Unter http://www.vtec.net/articles könnt ihr jede Menge Infos (Englisch) und klasse Bilder vom neuen S2000 herunterladen.
Müsst euch aber zuvor kurz registrieren.

Viel Spass!
CHE

[Blockierte Grafik: http://www.tf4u.com/forum/index.php?t=getfile&id=5500]

[Blockierte Grafik: http://www.tf4u.com/forum/index.php?t=getfile&id=5501]

[Blockierte Grafik: http://www.tf4u.com/forum/index.php?t=getfile&id=5502]

To this day, the S2000's performance envelope puts it in a class of few. To improve the dynamic performance without upsetting the superior balance and overall execution of the car would require careful thought. The stated goals were:
- Improved Acceleration
- Sharpened Handling
- Enhanced brake performance
- Improved man-machine interface.
To address these items, Honda's approach was to use both tried and true methods as well as technical innovation.

Improved Acceleration
To improve acceleration, the old adage there's no replacement for displacement was applied. 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), resulting in basically a 500rpm shift of the horsepower curve (to the left, on the rpm scale), meaning the new motor basically makes the 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 further enhance mid-range performance. On paper, the numbers translate to 240hp at 7800 rpm (vs 240hp@8300 rpm) and 162 lb-ft @ 6500 rpm (vs 153 lb-ft @ 7500 rpm).
It might seem trivial to simply lengthen the stroke of a given motor, but there are several major design details to consider. Foremost in this case are the increased loads acting on the piston sides. In the 8000+ rpm neighborhood where the S2000 takes residence, these become quite significant, resulting in unstable piston movement. To mitigate this phenomenon, Honda has improved the accuracy of the cylinder machining process to an extremly high level. Borrowing a technique from race engine building programs, Honda used a dummy head honing technique to simulate the cylinder bore deformation that occurs when the cylinder head is bolted to the block (imagine the bore diameter enlarging slightly and with irregularity as the cylinder bore is compressed). In other words, the bores are honed while a dummy head is bolted to the block. This technique results in bore deformation that's reportedly less than 25% of the deformation on a block which has been bored using normal methods.
The enlarged displacement results in a 6-10% improvement in horsepower and torque from 1000 to 8000 rpms. For Honda this improvement alone wasn't enough. A tighter secondary gear reduction ratio (1.206 vs 1.16) is specified to provide a bit more snap off the line and to better match the characteristics of the new motor. This results in effectively 4% shorter ratios for 1st through 4th gears while the 5th ratio is effectively 1% shorter. 6th is effectively 2% longer, for a slightly more relaxed cruise speed. Due to the additional torque of the new 2.2L motor (and possibly due to real-world issues with the 2.0L drivetrain), the S2000's transmission features a redesigned clutch, clutch case, and differential.
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. 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%. The differential has been beefed up considerably as well. 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 was also improved by 5% through a change in the shot peening method for the drive pinion gear.

Real World Results
What is the impact of these manifold improvements to the S2000's drivetrain? By Honda's own figures, the car offers substantially 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 upshift while the '00-'03 is able to remain in the lower gear). In time-to-speed terms, Honda claims the new car can accelerate from 20-50 mph in 4.5 seconds (using only 3rd gear), vs 5.1 seconds for the outgoing model. In the 15-45 mph (2nd gear only) sprint, the '04 runs 4.5 seconds vs 5.0 seconds for the outgoing model.
While Honda has broken down Dynamic Performance into 4 categories, Improved Handling was not specific enough, so they list three targeted areas of improvement in the Handling category:
- Performance at and near the limit
- Sensitivity to external forces
- Controllability

Dynamic Components
Perhaps the most obvious visible change to the '04 S2000 is the handsome new 17 wheels, wider in front and rear (by 0.5 and 1.0 respectively), wrapped in wider tires. In the front, 205/55R16s were replaced by 215/45R17 tires. In the rear, 245/40R17s bumped the incumbent 225/50R16s. Both changes are key contributors to the '04 S2000's extended cornering limits. The tires are now Bridgestone Potenza RE050s, replacing the former model's Bridgestone Potenza S-02s. The new tires feature a completly different tread pattern, intended to improve the balance in performance between dry and wet conditions.
As it turns out, the tires were the easy part. The suspension and steering tuning have been substantially revised to best take advantage of the additional grip and also to exorcise any of the perceived ills of the current setup.
In terms of spring and damper tuning, up front the spring rates have been increased by nearly 7%, while in the rear they've actually been softened by roughly 10%. Damper rates have been adjusted accordingly. The front stabilizer bar is unchanged, while the rear bar has been reduced in diameter by 1.8mm.
To enhance steering feel and accuracy, the suspension geometry was altered slightly, lowering the steering knuckles by 1.5mm. 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. The first was to reduce the rear bump toe-in. 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. And finally, the initial toe-in setting has been slightly reduced, further improving the linearity in response.
These enhancements result directly in improved roadholding under full suspension compression or during severe body roll situations. Obviously, this greatly improves dynamic stability.

Static Components
A suspension designer's task is greatly simplified if he can count on excellent chassis stiffness. While in a practical sense, a perfectly rigid chassis is impossible, it's always possible to design ever stiffer chassis, with the tradeoff usually involving packaging, cost, and weight concerns. Honda's engineers have tweaked the S2000's equation a bit, resulting in an improvement in overall body rigidity of approximately 10%. This is no mean feat, given the existing S2000's world-class stiffness. This was achieved through the use of additional reinforcements or bracing at various locations in the chassis, including a new cross brace at the very front of the frame (positioned horizontally, in front of the radiator), reinforcements at key crossmember joints, additional fixing points to existing braces, and reinforcements to the rear wheel arch bulkhead. Additionally, the front suspension upper arm brackets were strengthened, further benefitting handling.

Results
Handling related improvements are comprehensive. 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.
As mentioned earlier, a key to the S2000's brilliance is its superb overall balance. Thus, it follows that if you improve acceleration and handling performance, to keep a balanced package you must also address the braking performance.
To this end, the S2000's braking system has seen several evolutionary improvements. Much like the other areas of improvement already discussed, these improvements were designed not only to improve braking performance in an objective sense, but also to improve overall feel, and thus driving enjoyment.
To improve fade resistance and stopping power at and near the limit, the brake pad material has been changed from a non-metallic compound to a new metallic compound. While a change in pad material is generally enough to impact measured performance, it can also result in a change in brake pedal feel. As such, the '04 S2000's brake master cylinder ratio has been changed from 6.5 to 6.0, resulting in an increased feel of rigidity and build-up quality (Honda's term) in the normal driving range. Honda claims less pedal travel is required than previously to provide braking power in the normal working ranges. Build-up quality is defined more or less as follows: Assuming brake pedal force is constant, braking force actually increases (more stopping power) in the latter stage of brake application, resulting in additional driver confidence and peace of mind during spirited driving.
The new pad material (Jurid632) provides greater frictional stability in high-temperature operating ranges, resulting in superb anti-fade characteristics. Fluctuation in braking performance remains relatively small even after the pads are cycled repeatedly.
The ABS system has been improved through the use of split-regulation yaw-control logic for improved stability on split-μ surfaces when the ABS is triggered. Furthermore, though more powerful than before, the system (consisting of the CPU and modulator) has been downsized for both precious space and weight savings.
Honda contends (and rightly so) that all the improvements in objective categories can go virtually unrecognized if the man-machine interface isn't optimized as well.
In this sense, many refinements to the '04 S2000 were effected not only for a directly measurable performance benefit, but also to improve the feel of a component or system of components.
A good example of this is the new carbon fiber synchromesh for all gears except reverse. The new synchronizer 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 of the synchronizers directly results in a smoother and quicker shifting feel. Further enhancing shift feel quality is a reduction in the load acting on the disc spring. This particular tweak results in reduced shift knob operational load as well as reduced harshness as compared to the current model.
Another example of improved feel is in the operation of the throttle and the relationship to actual vehicle acceleration. To this end, 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 occurance of accidental throttle input such as when the driver encounters a road undulation. Accelerator pedal travel was shortened by approximately 10mm.
A final area of subjective improvement on the S2000 is in the horn note. A spiral double horn unit replaces the current (puny) flat double horn.


2004 S2000 Engine Design - Keys to Note:
- The engine code designation is F22C1 to denote the 2.2 liter size.
- Cylinder bore is 87.0 mm and stroke is 90.7 mm to have a 1:1.04 bore-stroke ratio. The slightly over square design provides better torque at lower rpm.
- For comparison, the 2000-2003 model's cylinder bore is 87.0 mm and stroke is 84.0 mm for a 1:0.96 bore-stroke ratio.
- Continues to use traditional VTEC instead of i-VTEC as on the K-series motors.
- Where F20C was known to offer significant power from 6000 rpms onward, the F22C supposedly comes on very strong at only 3000 rpms.
- Honda asserts that the '04 S2000 offers measurably stronger acceleration in each gear

Compact High-Output Engine Block The S2000 engine block is a one-piece, open-deck aluminum-alloy die casting. Of special note are the block's FRM (Fiber-Reinforced Metal) cylinder liners cast integral with the block. FRM is a composite material consisting of carbon fibers embedded in an aluminum oxide matrix (aluminum oxide is a ceramic material used for spark-plug insulators). As a cylinder lining, FRM offers several advantages over conventional ferrous-metal liners, including lower weight, faster heat transfer and a greater resistance to wear. Additionally, dummy head honing, a process where the engine block cylinders are honed with a dummy cylinder head tightened to the block, improves machining accuracy for stability of piston movement.
Externally Mounted Oil Pump To help minimize engine length, Honda engineers placed the oil pump at the bottom of the engine block instead of its usual location at the front of the crankshaft. This placement provides engine compactness, and the pump scavenges oil more efficiently. Additionally, the oil pump's low placement helps pressurize the lubrication system more quickly during engine startup. The oil pump itself also is a compact design that uses a smaller, high-speed rotor and suction-pickup ports on both sides of the pump body. The new design supplies a greater volume of oil to the engine at all engine speeds. The oil pump is driven via a silent chain connected to the crankshaft.
Compact Engine Ancillary Drive The system for the engine ancillaries, such as the alternator, air-conditioning compressor and water pump, can take up considerable space at the front of the engine. So Honda engineers locate them at the side of the engine block (a practice commonly used on racing engines) and designed a compact drive system that uses both sides of a serpentine belt. An automatic tensioner is built into the drive system.

Transmission Changes
- Reduced shift effort and direct feel from carbon synchronizers on gears one through six
- Compact pull-type clutch mechanism and reinforced friction materials in the high-performance clutch better suited to high-RPM operation
Transmission Gear Ratios

Gear 2004 2003 Net Change*
1st 3.133 3.133 4% lower
2nd 2.045 2.045 4% lower
3rd 1.481 1.481 4% lower
4th 1.161 1.161 4% lower
5th 0.943 0.970 1% lower
6th 0.763 0.810 2% higher
Reverse 2.800 2.800 No change
Secondary
Gear Reduction 1.208 1.160 4% lower
Final Drive 4.100 4.100 No change
*Net gear ratio change occurs through modification of the
secondary gear reduction ratio inside the transmission.

Overview
- Front bumper design improves aerodynamic performance and uses a wide open air intake.
- Rear bumper design is lower to the ground and is accented by large-diameter dual oval exhaust tips.
- Triple Beam projector headlight design replaces dual beam headlight reflector headlight design.
- Triple lamp LED taillight design replaces a traditional dual lamp setup.
- Larger wheels and tires (17-inch) provide a more aggressive appearance while adding to overall performance.
- Spiral double horn replaces flat double horn.

Body
2004 2003 Change
Aerodynamics Enhanced - 5% reduction in Cd from new front bumper design
Body Rigidity Enhanced - Rigidity increased
Front Bumper Redesigned - New bumper & triple-beam headlight design
Rear Bumper Redesigned - New bumper, triple beam LED taillights & oval exhaust tip
Weight (lbs.) 2835 2811 +24 from new wheels & body rigidity increase
Exterior Dimensions Same Same -

Exterior Styling and Design
The clear-lens, triple beam headlights are a high-intensity discharge (HID) projector type that cast a powerful, broad beam. Side reflectors, parking and directional lights are combined in the same units. Circular internal projectors house the low beam (HID), parking light and front turn lamp. The high beam is a traditional reflector design.
The taillight design follows a similar triple beam theme with large, round multi-LED taillights set in clear-lens housings. LED lights are used on the stop lamps and parking lamps and side marker lamps. The reverse indicators and turn signal indicators are circular and use traditional incandescent lighting. The squarish side marker lamp uses two LED lights.
Dual, chromed oval exhaust tips visually dominate the rear view of the car. The gap between the outer sidewalls and the outer edges of the fenderwells has been minimized, giving the car a wide and stable look.
The 17-inch aluminum-alloy wheels are an open, twin 5-spoke pattern that calls attention to the S2000's large brake discs and calipers.

Exterior Colors
Exterior Color Interior Trim
Grand Prix White Light Tan
New Formula Red Black
Sebring Silver Metallic Black or Black & Red
Silverstone Metallic Black of Black & Red
Berlina Black Black
Rio Yellow Pearl Black
Suzuka Blue Pearl Blue

The 2004 S2000 benefits from a wide range of interior enhancements that make it a better all-around daily driver. Redesigned door panels provide more shoulder and elbow room, and a new center console provides greater utility and improved audio.

2004 Interior Changes
- Door panels on both sides are sculpted more deeply
- Elbow room increased by as much as 0.9 inches (20 mm)
- The lower door pocket has more storage space,
- AM/FM stereo CD player with optional XM Satellite Radio
- The tweeter housing is reshaped and more integrated with the door shape
- Vertical elbow pad is larger
- Ignition wave key design features decorative aluminum-look panel with S2000 logo
- Matching aluminum dead pedal
- An aluminum shift knob with genuine leather
- A genuine leather shift boot
- Revised aluminum-look radio lid
- Aluminum-look console lid, head restraint cover
- Cruise control buttons on steering wheel add Cancel center button
- Center console redesigned to provide two cupholders (previously just one), a one-touch sliding lid, and a storage tray to place small objects such as coins
- Updated instrument panel design with changes that include less distance between tachometer segments, an integrated clock, and a security indicator lamp
- New black and red interior color is available with Sebring Silver Metallic or Silverstone Metallic exterior colors
Audio System
For 2004, dealer-installed headrest tweeters are available (two per seat) and the head unit is XM Satellite Radio-capable with the addition of a dealer-installed XM Satellite Radio Receiver and antenna. The optional satellite antenna has a sleek, low-profile design and is painted Satin Silver Mist.
Race-Car-Type Digital Display
The tachometer flashes red when the engine redline is approached at 8000 rpm (the fuel cutoff is set at 8200 rpm). For 2004, the tachometer features reduced distance between each segment. Plus, a digital clock and a security system indicator lamp have been added.

Objectives for enhancing the 2004 S2000 chassis included simultaneously improving both at-the-limit track performance and the street performance during everyday driving conditions. Honda engineers re-visited the performance of the tires and suspension to improve overall handling of the S2000 and enhance limit controllability. I can attest to the challenge in controlling the S2000 at its limit as the car would quickly snap once its limit was exceeded. Honda has sought to improve the predictability by increasing tire size and body rigidity, minimize rear suspension bump steer qualities, and lower the rear roll center.
- Revised spring, shock absorber and stabilizer bar rates
- 17-inch wheels and tires (increase from 16-inch)
- Optimized rear toe settings
- Enhanced suspension bushings
- Revised Electrically Powered Steering (EPS) programming with optimized steering gearbox ratios and enhanced steering bushing rigidity
- Body rigidity increased
- Brake pedal rigidity and build-up feel increased
- Brake pads upgraded to enhance brake fade durability and master cylinder power ratio optimized
2004 2003
Wheels Front: 17x7.0 Front: 16x6.5
Rear: 17x8.5 Rear: 16x7.5
Front: + 1x0.5 (new wheel design)
Rear: + 1x1 (new wheel design)
Tires Front: P215/45R17 Front: P205/55R16
Rear: P245/40R17 Rear: P225/50R16
Front: +15/10R1
Rear: +20/10R1
Springs New Setting -
Front: Increased spring rate 6.7%
Rear: Decreased spring rate 10%
Shocks New Setting - Tuned for new suspension settings
Sway Bars Front: 26.5x t4.5 Front: 26.5x t4.5
Rear: 25.4 x t4.5 Rear: 27.2 x t4.5
Front: Same Rear: -1.8
Brake Pads Jurid632(front) NF71
Solid pedal feel & increased resistance to brake fade
Steering Ratio 14.9:1 13.8:1
Tuned to match new tire size

Benefits from Suspension Changes
- Improved cornering grip
- Body torsional rigidity increased for enhanced vehicle stability
- Greater stability over road disturbances
- Enhanced stability on wet surfaces
- Linear steering feel increased with reprogrammed EPS system
- Dynamic braking qualities improved

Highly Rigidity Body and X-Bone Frame
For 2004, S2000 torsional body rigidity has been further increased by 10-percent in the front and 9-percent in the back through the use of four strategic sets of new reinforcements on the body and chassis.
- Reinforcements have been added to the rear wheel house bulkhead
- Reinforcements have been added to the front cross members
- Brackets have been added to the front upper A-arms (this seems to address an issue where some racers have observed that their A-arm brackets were showing signs of fatigue from extreme stress brought by race tires)
- A performance rod has been added to the front cross member
- Curb weight is 2835 lbs. (24 lb increase)
Benefits from the increase in body rigidity include decreased response lag during steering input, improved steering linearity through enhanced rigidity, and reduced body flex, which can diminish handling qualities.
For 2004, modifications have been made to enhance performance at the limit, improve control and reduce unwanted sensitivity to internal and external forces during acceleration and braking. Overall suspension geometry has been enhanced by changing the initial rear toe and bump steer settings, lowering the roll center, and optimizing the shock absorbers, spring rates, stabilizer bar and body rigidity.
From a handling standpoint, the 2004 S2000 features improved steering response and accuracy with a more linear overall feel. At-the-limit controllability has also been enhanced along with vehicle stability under heavy accelerator on/off situations.
A 1.04x0.18-inch (26.5x4.5mm) front stabilizer bar and a 1.00x0.18-inch (25.4x4.5mm) rear bar contribute to the S2000's and enhanced steering linearity and quality. The bars connect to their respective suspension arms via ball-jointed links.
Alignment Settings
2004 2003
Front:
Toe: 0o 0o
Camber: - 0o 30' - 0o 30'
Caster: 6o 6o
Rear:
Toe: - 0o 10' - 0o 19'
Camber: - 1o 30' - 1o 30'
Mono-Tube Shock Absorbers
The 2004 S2000, with the improvement of damping forces, reduces the feel of road disturbance while maintaining ride quality.
Electric Power Steering (EPS) System
To achieve higher performance, enhancements have been made to the steering system that match the new tire sizes, suspension settings and body rigidity specifications. Also, the rigidity of the steering mount bushings have been increased and the EPS computer has been reprogrammed, resulting in a more linear steering feel.
High-Performance, 4-Wheel Disc Braking System
The front pad material is Jurid632, a high-performance, low steel, fade-resistant type that enhances the brake pedal's solid feel and helps increase resistance to brake fade. Brake-pad area is 42 square centimeters for the front pads and 27.9 square centimeters for the rear-brake pads.
A 7.8-inch, tandem-vacuum servo-assist unit is used because it offers the best balance between pedal feel (stiffness) and assist. Braking bias -- front-to-rear -- has also been optimized so that the front and rear brakes operate at maximum braking efficiency during heavy braking.
Anti-Lock Brake System (ABS)
The system uses the memory capacity of the system's Electronic Control Unit (ECU) and allows the system to better estimate vehicle speed, which gives it better control in the lower-slip range. This contributes to superior braking efficiency and stability. For the 2004 S2000, with improvement of both hardware and software in the compact ABS modulator, memory capacity has increased and new program logic has been added which enhances braking efficiency and reduces the weight of the system.

Wheels and Tires
Larger wheel and tires for the 2004 S2000 improve overall grip and cornering performance. The S2000 features Bridgestone Potenza RE 050 215/45R 17 87W front tires, mounted on 17 x 7.0 jj aluminum-alloy wheels. The rear tires are 245/40R 17 91W and are mounted on 17 x 8.5 jj aluminum-alloy wheels. A space-saver spare tire is in the trunk.

Die schei... Kupplung ist und bleibt ein Schwachpunkt am S2000 !
Wenn mal meine Kupplung erneuert werden muss, dann kommt bestimmt keine Honda-Original-Limonadeteil rein!
Spoon, ACT, Cusco ?

Meine Kupplung fasst auch erst ziemlich oben. Anfahren mit erhöhter Drehzahl führt schnell einmal dazu, dass Gerüche aufkommen.
Ist bei einem Motor, der untenrum sowieso nicht der Reisser ist, eigentlich doof. Auch aus diesem Grund lasse ich "Ampelduelle" sein.

@Michi

Aubacke!!!
Diese Scheisse bei den Preisen??
Ich fand den Roadster auch lustig zum fahren, aber wenn er mehr stillsteht als fährt...
Na dann ist ja ein Opel Speedster (der ja auch genügend Macken haben soll) geradezu perfekt verarbeitet.

Ich sag immer wieder an alle Bekannte:
Vergesst die Deutschen (auch Golf und so) und kauft euch einen Japaner! Der hält! Auch nach Jahren...
Mein Ex-CRX (1988, 250'000km) läuft angeblich immer noch!

Schönen Gruss,
CHE

@Stocky

Nettes Fahrgestell!!!
Werde mal "mein" Fahrgestell fotografieren und als Vergleich daneben halten, um die Felgen mit meinen objektiver vergleichen zu können...

Hm, wäre doch auch mal Thread wert:
"Die schönsten S2000-Begleiterinnen"

Wer ist dabei??

@Micha

Aha, ein Trittbrettfahrer !