WTF!I thought a S2000 be in the 12's with a S/C
Thread Starter
Registered!!
iTrader: (8)
Joined: Feb 2003
Posts: 1,555
Likes: 0
From: familycar's Moms Room
Rep Power: 300 
WTF!I thought a S2000 be in the 12's with a S/C Did anyone read the March edition of Sports Compact Car?
They did a little article about a Super Charged S2000.
Now maybe im totally wrong, but, i have heard that S2000 can run in the high 13's stock.
Heres some info the mag provided.
DYNO stock it produced 203 whp at 8300 rpm 136 lb-ft
With the S/C it produced 299 whp at 8600 rpm 187 lb-ft
The dam article does not say how much boost the S/C if providing the the f20c1.
Times they recorded with the S/C s2000.
0-30 2.5
0-60 5.6
30-50 2.1
50-70 2.7
Quarter mile 13.7
Quarter mile speed 105.3
So i figure with 96 more hp with the s/c. Would it be fair the say this vehicle runs high 14's in the quarter stock?
Im a DIE HARD HONDA fan, but for 40,000$ (you know that s/c cost atleast 4500$)I think i would rather get something else........Like a SVT Cobra, 12's stock.Iswear HONDA is getting more expensive with performance not being upgaded!!!
Honda needs to be careful. These other car companys are no longer accepting Honda DOMINATE the compact sports car group.
I think for 2005 Honda should get rid of CIVICS and bring back the Prelude, with say 180 hp base model around 18,000$ and they should offer a T/C prelude with 260 hp and call it the type SH for around 26-29,000$ This would bring the HONDA market up to par with other companys!
OH YEA, they should keep the civic HYBRID and type R and SI
They did a little article about a Super Charged S2000.
Now maybe im totally wrong, but, i have heard that S2000 can run in the high 13's stock.
Heres some info the mag provided.
DYNO stock it produced 203 whp at 8300 rpm 136 lb-ft
With the S/C it produced 299 whp at 8600 rpm 187 lb-ft
The dam article does not say how much boost the S/C if providing the the f20c1.
Times they recorded with the S/C s2000.
0-30 2.5
0-60 5.6
30-50 2.1
50-70 2.7
Quarter mile 13.7
Quarter mile speed 105.3
So i figure with 96 more hp with the s/c. Would it be fair the say this vehicle runs high 14's in the quarter stock?
Im a DIE HARD HONDA fan, but for 40,000$ (you know that s/c cost atleast 4500$)I think i would rather get something else........Like a SVT Cobra, 12's stock.Iswear HONDA is getting more expensive with performance not being upgaded!!!
Honda needs to be careful. These other car companys are no longer accepting Honda DOMINATE the compact sports car group.
I think for 2005 Honda should get rid of CIVICS and bring back the Prelude, with say 180 hp base model around 18,000$ and they should offer a T/C prelude with 260 hp and call it the type SH for around 26-29,000$ This would bring the HONDA market up to par with other companys!
OH YEA, they should keep the civic HYBRID and type R and SI
I wish I was asian
iTrader: (1)
Joined: Nov 2002
Posts: 5,083
Likes: 0
From: chantilly, Virginia, US
Rep Power: 338 ...shoot urself...
if you knew anything, the civic is the basis of honda's sales. the prelude got cut because they werent selling enough. why not jus up the hp on the civic? thats what everyone is talking about
if you knew anything, the civic is the basis of honda's sales. the prelude got cut because they werent selling enough. why not jus up the hp on the civic? thats what everyone is talking about
Last edited by cambo; Apr 10, 2003 at 07:43 PM.
Back From The Banned!
iTrader: (13)
Joined: Nov 2002
Posts: 5,226
Likes: 0
From: Queens, New York, US
Rep Power: 339 Dizzle, did you forget 1 of the main reasons why people buy Civics? For economy! I think Honda should finally make the non-Civic Si's DOHC. The Civic will never go away the way they are selling.
Registered!!
Joined: Oct 2002
Posts: 1,592
Likes: 0
From: San Diego, California, USA, Northern Hemisphere, Earth, Sol System, Spiral arm of the Milkey Way
Rep Power: 0 I dont read those mags, SCC, Imporn Tuner and the like are all biased and dont know their wrench from their pud IMO.
Stock S2000s usually run low 14s stock. On a good day, with a good driver and proper track conditions I could see high 13s, but thats not the norm by far (read: average).
On that note a 105 MPH trap speed, for a RWD car with proper traction should net you mid 13s. That 13.7 is a bit high, but again, SCC editors cant drive for ****. BTW, to get 12s out of an S2000, its going to take a lot more thena simple bolt on aftermarket FI kit. Tuning, higher boost over the blowers stock PSI as well as a myriad of other mods would be required.
THE S2000 IS NOT A DRAG CAR. Never was, and never will be.
Id like to get an 03 SVT Cobra over the S2000 as well, but again these are 2 different animals. And on that note Honda has never "donminated" any specific performance field.
Straight line measurments isnt the end all and be all of "performance".
The prelude wasnt that fast, nor powerful. Also it was a pig weight wise and didnt sell. If Honda dominates ANYTING its the milk toast every day commuter segment of the market. Hence why the Civic is still around.
Stock S2000s usually run low 14s stock. On a good day, with a good driver and proper track conditions I could see high 13s, but thats not the norm by far (read: average).
On that note a 105 MPH trap speed, for a RWD car with proper traction should net you mid 13s. That 13.7 is a bit high, but again, SCC editors cant drive for ****. BTW, to get 12s out of an S2000, its going to take a lot more thena simple bolt on aftermarket FI kit. Tuning, higher boost over the blowers stock PSI as well as a myriad of other mods would be required.
THE S2000 IS NOT A DRAG CAR. Never was, and never will be.
Id like to get an 03 SVT Cobra over the S2000 as well, but again these are 2 different animals. And on that note Honda has never "donminated" any specific performance field.
Straight line measurments isnt the end all and be all of "performance".
The prelude wasnt that fast, nor powerful. Also it was a pig weight wise and didnt sell. If Honda dominates ANYTING its the milk toast every day commuter segment of the market. Hence why the Civic is still around.
Thread Starter
Registered!!
iTrader: (8)
Joined: Feb 2003
Posts: 1,555
Likes: 0
From: familycar's Moms Room
Rep Power: 300 Originally posted by cambo
...shoot urself...
if you knew anything, the civic is the basis of honda's sales. the prelude got cut because they werent selling enough. why not jus up the hp on the civic? thats what everyone is talking about
...shoot urself...
if you knew anything, the civic is the basis of honda's sales. the prelude got cut because they werent selling enough. why not jus up the hp on the civic? thats what everyone is talking about
Prelude did not sell because of the price 24,000$ +, thats why i said 18,000$.
If the Prelude was around 18,000$ it would still be out!
Ive seen Civic EX's at 17,000$
Registered!!
Joined: Oct 2002
Posts: 1,592
Likes: 0
From: San Diego, California, USA, Northern Hemisphere, Earth, Sol System, Spiral arm of the Milkey Way
Rep Power: 0 Uhhhh... what technology did they use the Prelude to test out on?
BTW, reading ownz j00:
From the SCC web site:
The Big Question
Nine thousand rpm, 11.0:1 compression and 6 pounds of boost. You do the math
By Josh Jacquot
Photography: John Thawley
We weren't sure how the above recipe for performance would work out when we first laid eyes on Comptech's supercharged Honda S2000. Having spent plenty of time behind the wheel of Honda's high-strung roadster, we've grown to love its engine and chassis dynamics. In fact, the stock roadster's performance is so good, we often wonder how well it might respond to aftermarket changes--if at all. Much like the Integra Type R, Honda has wrung every last bit of performance from the S2000's engine; improving it, we fear, may not be an easy task. Here's why.
The S2000's all-or-nothing power delivery works great for one simple reason--its transmission keeps the engine on boil during hard driving. Falling off the VTEC lobes gives the car a different character altogether. That said, we weren't sure what to think when we heard the rumor that Comptech--a name very well known in Honda/Acura racing circles--was planning to release a
Paxton supercharger kit for the car. After all, centrifugal blowers aren't known for their linear power delivery or exceptional drivability. Perhaps our cynicism was getting the best of us.
After spending a few days with the car, our ideas have changed a bit. It's fast (noticeably faster than stock) and it has terrific drivability. In fact, in terms of aftermarket performance, this car's engine is a well-behaved class act. It made 293 hp and cranked out 175 lb-ft of torque on our Dynojet chassis dyno. The increased power nets a peak gain of 100 hp more than stock at the wheels--exactly as Comptech claims. What's more, its acceleration is also significantly improved. With Comptech's mods our test car shaved 3.6 seconds from the stock S2000's 15 to 100 mph acceleration time dropping it from 15.4 seconds to only 11.8 seconds.
Comptech accomplished the feat of engineering another 50 hp per liter from the S2000's 2.0-liter engine with relatively simple external bolt-ons. Beginning with Paxton's Novi 1000 centrifugal supercharger, Comptech built CNC-machined brackets to locate the blower at the front of the engine driving off the crank pulley. Fuel management is handled with a rising rate fuel pressure regulator, which increases fuel pressure with boost and uses larger in-tank fuel pump. Comptech retained the engine's stock MAP sensor, which is bypassed once the manifold sees boost using a bleed valve. The ECU still controls the engine's timing map, which remains stock. This is curious and we're not really sure how Comptech managed it, but it seems to work as we never experienced any detonation, rough combustion or other drivability issues--it just ran like a champ.
The cost of entry into Comptech's supercharger isn't cheap at $4,895 retail. However, that shouldn't be beyond the scope of most S2000 owners. Plus, it's complete as an off-the shelf package including all the fuel and oil lines, the fuel pump and fuel pressure regulator and the gorgeous machined mounts we already mentioned. The kit has received the OK from California's Air Resources Board and includes an Executive Order number to prove its enviro-friendly status. According to Comptech, installation takes about six hours and doesn't involve any irreversible molestation to the car.
On the road, the difference in power is subtle at lower engine speeds. However, as the revs pick up, so does boost and the rush of six pounds of boost at redline is obvious. It's fast enough on the street that using the top third of the tachometer was reserved for the moments when we were sure we weren't being watched. We've always found S2000s to be deceptively quick anyway and had to be very careful with another 90 hp on tap. Plus, with Comptech's exhaust screaming about the extra power under the hood, we had to be even more restrained. The prototype header (which was on our test car) and exhaust together significantly increase decibel levels at high rpm. The sound is awesome, bringing the scream of the F20C1 even closer to Formula One levels, but be prepared for the extra volume.
Our test car was also filled with loads of Comptech chassis mods. Height-adjustable springs use a threaded collar at each corner to make ride height and corner weight adjustments. Comptech retained the S2000's stock shocks claiming there wasn't an alternative, which produced livable ride quality and performance. Surprisingly, the car didn't feel underdamped, although we didn't have a chance to flog it in an environment which might have exposed this weakness. On the street and during slalom testing, it suffered from the same problems we've experienced in every lowered S2000 we've driven. Our best guess is that an overly aggressive stock rear toe curve makes these cars difficult to drive at the limit when they're lower than stock (hence the slower than stock slalom speeds). Even with huge wheels and tires at all four corners, the added grip is lost during hard cornering. Bottom line? Don't lower your S2000 unless you're prepared to deal with this ill-handling character.
During testing, our car wasn't impossible to drive, it simply lost grip at the rear during hard transitions or during quick turn-in sooner than it should have. On the street that translates into danger if you blast through an on ramp too hard.
Those huge tires we mentioned? Comptech fitted massive OZ Racing Mito wheels with BFGoodrich G-Force T/A KD tires sized 225/40-18 in front and 265/35-18 in the rear.
Three braces beef up the S2000's already stiff chassis. A conventional strut tower brace connects the shock towers under the hood, while two billet braces replace the tubular and stamped pieces under the car at the front and rear suspension.
Brembo's 13-inch rotors and four-piston calipers fill the front wheels, while 12-inch Comptech rotors and relocated stock calipers handle stopping duties in the rear. With this combination comes a set of Comptech stainless steel braided brake lines. The mix of steel lines and bigger hardware at all four corners gives the brake pedal a substantially improved rock-like feel. Brake testing of the stock S2000 from 60 to zero proved impressive at 117 ft. The Comptech car was on par with that number at 118 ft., but we suspect continued abuse of the brakes would have shown the weaknesses of the stock system relative to this car's massive hardware.
The real story with this car is the engine. It's truly an impressive piece of work, considering the simplicity of the modifications which come together to make it work. On the road, it's fast and enjoyable and will get its driver into loads of trouble if he or she isn't careful. In this case, the math adds up. Comptech has come up with a solution, which makes the S2000 fast and drivable--something many tuners miss all together. We're curious to see what happens with the S2000 platform once the rear suspension problems are solved. For now, however, we'll have to simply settle for an extra 100 hp.
Comptech Honda S2000
Engine
Engine Code : F20C1
Type : Inline four-cylinder, aluminum block and head
Internal Modifications : None
External Modifications : Paxton Novi 1000 centrifugal super charger, Comptech fuel pressure regulator, Comptech fuel pump, Comptech high-flow air box and Comptech foam air filter,Comptech satinless steel header and exhaust.
Engine Management : Rising rate fuel pressure regulator, MAP sensor bypass at full throttle under boost
Horsepower : 293 hp @ 9000 rpm (as measured at the wheels)
Torque : 175 lb-ft @ 8000 rpm (as measured at the wheels)
Drivetrain
Layout : Front engine, rear-wheel drive
Drivetrain Modifications : ACT pressure plate, stock Honda clutch disc, Comptech lightened flywheel, Kaaz limited-slip differential
Suspension
Front : Comptech height-adjustable springs and sway bar, stock shocks
Rear : Comptech height-adjustable springs and sway bar, stock shocks
Brakes
Front : 13-inch vented rotors with Brembo four-piston calipers, Comptech pads
Rear : 12-inch slotted rotors with relocated stock calipers, Comptech pads
Wheels
Front : OZ Racing Mito 18x8, (52mm offset)
Rear : OZ Racing Mito 18x9, (65mm offset)
Tires
Front : BFGoodrich Gforce T/A KD 225/40ZR18
Rear : BFGoodrich Gforce T/A KD 265/35ZR18
EXTERNAL
Body : Honda front under spoiler, Comptech side skirt kit, Honda trunk spoiler, Honda black chrome emblems
Performance
Acceleration
0-30 mph : 2.5 sec.
0-60 mph : 5.7 sec.
30-50 mph : 2.0 sec.
50-70 mph : 2.7 sec.
Quarter Mile : 13.8 sec. @ 103.9 mph
Slalom Speed (700-ft)
Stock : 68.9 mph
Comptech S2000 : 65.3 mph
Braking
60-0 stopping distance : 118 ft.http://www.sportcompactcarweb.com/fe...ech/index.html
BTW, reading ownz j00:
From the SCC web site:
The Big Question
Nine thousand rpm, 11.0:1 compression and 6 pounds of boost. You do the math
By Josh Jacquot
Photography: John Thawley
We weren't sure how the above recipe for performance would work out when we first laid eyes on Comptech's supercharged Honda S2000. Having spent plenty of time behind the wheel of Honda's high-strung roadster, we've grown to love its engine and chassis dynamics. In fact, the stock roadster's performance is so good, we often wonder how well it might respond to aftermarket changes--if at all. Much like the Integra Type R, Honda has wrung every last bit of performance from the S2000's engine; improving it, we fear, may not be an easy task. Here's why.
The S2000's all-or-nothing power delivery works great for one simple reason--its transmission keeps the engine on boil during hard driving. Falling off the VTEC lobes gives the car a different character altogether. That said, we weren't sure what to think when we heard the rumor that Comptech--a name very well known in Honda/Acura racing circles--was planning to release a
Paxton supercharger kit for the car. After all, centrifugal blowers aren't known for their linear power delivery or exceptional drivability. Perhaps our cynicism was getting the best of us.
After spending a few days with the car, our ideas have changed a bit. It's fast (noticeably faster than stock) and it has terrific drivability. In fact, in terms of aftermarket performance, this car's engine is a well-behaved class act. It made 293 hp and cranked out 175 lb-ft of torque on our Dynojet chassis dyno. The increased power nets a peak gain of 100 hp more than stock at the wheels--exactly as Comptech claims. What's more, its acceleration is also significantly improved. With Comptech's mods our test car shaved 3.6 seconds from the stock S2000's 15 to 100 mph acceleration time dropping it from 15.4 seconds to only 11.8 seconds.
Comptech accomplished the feat of engineering another 50 hp per liter from the S2000's 2.0-liter engine with relatively simple external bolt-ons. Beginning with Paxton's Novi 1000 centrifugal supercharger, Comptech built CNC-machined brackets to locate the blower at the front of the engine driving off the crank pulley. Fuel management is handled with a rising rate fuel pressure regulator, which increases fuel pressure with boost and uses larger in-tank fuel pump. Comptech retained the engine's stock MAP sensor, which is bypassed once the manifold sees boost using a bleed valve. The ECU still controls the engine's timing map, which remains stock. This is curious and we're not really sure how Comptech managed it, but it seems to work as we never experienced any detonation, rough combustion or other drivability issues--it just ran like a champ.
The cost of entry into Comptech's supercharger isn't cheap at $4,895 retail. However, that shouldn't be beyond the scope of most S2000 owners. Plus, it's complete as an off-the shelf package including all the fuel and oil lines, the fuel pump and fuel pressure regulator and the gorgeous machined mounts we already mentioned. The kit has received the OK from California's Air Resources Board and includes an Executive Order number to prove its enviro-friendly status. According to Comptech, installation takes about six hours and doesn't involve any irreversible molestation to the car.
On the road, the difference in power is subtle at lower engine speeds. However, as the revs pick up, so does boost and the rush of six pounds of boost at redline is obvious. It's fast enough on the street that using the top third of the tachometer was reserved for the moments when we were sure we weren't being watched. We've always found S2000s to be deceptively quick anyway and had to be very careful with another 90 hp on tap. Plus, with Comptech's exhaust screaming about the extra power under the hood, we had to be even more restrained. The prototype header (which was on our test car) and exhaust together significantly increase decibel levels at high rpm. The sound is awesome, bringing the scream of the F20C1 even closer to Formula One levels, but be prepared for the extra volume.
Our test car was also filled with loads of Comptech chassis mods. Height-adjustable springs use a threaded collar at each corner to make ride height and corner weight adjustments. Comptech retained the S2000's stock shocks claiming there wasn't an alternative, which produced livable ride quality and performance. Surprisingly, the car didn't feel underdamped, although we didn't have a chance to flog it in an environment which might have exposed this weakness. On the street and during slalom testing, it suffered from the same problems we've experienced in every lowered S2000 we've driven. Our best guess is that an overly aggressive stock rear toe curve makes these cars difficult to drive at the limit when they're lower than stock (hence the slower than stock slalom speeds). Even with huge wheels and tires at all four corners, the added grip is lost during hard cornering. Bottom line? Don't lower your S2000 unless you're prepared to deal with this ill-handling character.
During testing, our car wasn't impossible to drive, it simply lost grip at the rear during hard transitions or during quick turn-in sooner than it should have. On the street that translates into danger if you blast through an on ramp too hard.
Those huge tires we mentioned? Comptech fitted massive OZ Racing Mito wheels with BFGoodrich G-Force T/A KD tires sized 225/40-18 in front and 265/35-18 in the rear.
Three braces beef up the S2000's already stiff chassis. A conventional strut tower brace connects the shock towers under the hood, while two billet braces replace the tubular and stamped pieces under the car at the front and rear suspension.
Brembo's 13-inch rotors and four-piston calipers fill the front wheels, while 12-inch Comptech rotors and relocated stock calipers handle stopping duties in the rear. With this combination comes a set of Comptech stainless steel braided brake lines. The mix of steel lines and bigger hardware at all four corners gives the brake pedal a substantially improved rock-like feel. Brake testing of the stock S2000 from 60 to zero proved impressive at 117 ft. The Comptech car was on par with that number at 118 ft., but we suspect continued abuse of the brakes would have shown the weaknesses of the stock system relative to this car's massive hardware.
The real story with this car is the engine. It's truly an impressive piece of work, considering the simplicity of the modifications which come together to make it work. On the road, it's fast and enjoyable and will get its driver into loads of trouble if he or she isn't careful. In this case, the math adds up. Comptech has come up with a solution, which makes the S2000 fast and drivable--something many tuners miss all together. We're curious to see what happens with the S2000 platform once the rear suspension problems are solved. For now, however, we'll have to simply settle for an extra 100 hp.
Comptech Honda S2000
Engine
Engine Code : F20C1
Type : Inline four-cylinder, aluminum block and head
Internal Modifications : None
External Modifications : Paxton Novi 1000 centrifugal super charger, Comptech fuel pressure regulator, Comptech fuel pump, Comptech high-flow air box and Comptech foam air filter,Comptech satinless steel header and exhaust.
Engine Management : Rising rate fuel pressure regulator, MAP sensor bypass at full throttle under boost
Horsepower : 293 hp @ 9000 rpm (as measured at the wheels)
Torque : 175 lb-ft @ 8000 rpm (as measured at the wheels)
Drivetrain
Layout : Front engine, rear-wheel drive
Drivetrain Modifications : ACT pressure plate, stock Honda clutch disc, Comptech lightened flywheel, Kaaz limited-slip differential
Suspension
Front : Comptech height-adjustable springs and sway bar, stock shocks
Rear : Comptech height-adjustable springs and sway bar, stock shocks
Brakes
Front : 13-inch vented rotors with Brembo four-piston calipers, Comptech pads
Rear : 12-inch slotted rotors with relocated stock calipers, Comptech pads
Wheels
Front : OZ Racing Mito 18x8, (52mm offset)
Rear : OZ Racing Mito 18x9, (65mm offset)
Tires
Front : BFGoodrich Gforce T/A KD 225/40ZR18
Rear : BFGoodrich Gforce T/A KD 265/35ZR18
EXTERNAL
Body : Honda front under spoiler, Comptech side skirt kit, Honda trunk spoiler, Honda black chrome emblems
Performance
Acceleration
0-30 mph : 2.5 sec.
0-60 mph : 5.7 sec.
30-50 mph : 2.0 sec.
50-70 mph : 2.7 sec.
Quarter Mile : 13.8 sec. @ 103.9 mph
Slalom Speed (700-ft)
Stock : 68.9 mph
Comptech S2000 : 65.3 mph
Braking
60-0 stopping distance : 118 ft.http://www.sportcompactcarweb.com/fe...ech/index.html
Last edited by HondaGuru; Apr 10, 2003 at 08:17 PM.
Thread Starter
Registered!!
iTrader: (8)
Joined: Feb 2003
Posts: 1,555
Likes: 0
From: familycar's Moms Room
Rep Power: 300 Originally posted by CuRiOuSfIsH
Dizzle, did you forget 1 of the main reasons why people buy Civics? For economy! I think Honda should finally make the non-Civic Si's DOHC. The Civic will never go away the way they are selling.
Dizzle, did you forget 1 of the main reasons why people buy Civics? For economy! I think Honda should finally make the non-Civic Si's DOHC. The Civic will never go away the way they are selling.
at the bottom youll see
OH YEA, they should keep the civic HYBRID and type R and SI
They should make the HYBRID more affordable around 15,000$
If i wanted economy i would have gotten a HYBRID!
YOUR RIGHT!!!!!!! the civic will NEVER GO AWAY but, If other companys are making similar vehicles sales will hurt!
DID you ever notice how the FORD FOCUS is FORD best sellin car? ID BET 100$ that the focus brought the sales of the civic down by atleast 15-20%
Thread Starter
Registered!!
iTrader: (8)
Joined: Feb 2003
Posts: 1,555
Likes: 0
From: familycar's Moms Room
Rep Power: 300 HONDAGURU
This is why i made this post!!!!
your first post you say that S2000's run low 14's stock, but as you can see
with the COMPTECH s/c made almost 100 extra hp and the VORTECH S/C made 96 hp
AND YOUR SAYING 100HP IS ONLY GONNA TAKE OFF .4 OF A SECOND???
IT DOES NOT ADD UP! YOU EVEN SAID ON A GOOD DAY MAYBE HIGH 13'S STOCK?
WHERE IS S2000 MAN!!!!!!!
This is why i made this post!!!!
your first post you say that S2000's run low 14's stock, but as you can see
with the COMPTECH s/c made almost 100 extra hp and the VORTECH S/C made 96 hp
AND YOUR SAYING 100HP IS ONLY GONNA TAKE OFF .4 OF A SECOND???
IT DOES NOT ADD UP! YOU EVEN SAID ON A GOOD DAY MAYBE HIGH 13'S STOCK?
WHERE IS S2000 MAN!!!!!!!
Thread Starter
Registered!!
iTrader: (8)
Joined: Feb 2003
Posts: 1,555
Likes: 0
From: familycar's Moms Room
Rep Power: 300 Originally posted by Intruder
But the prelude was a very good test bed for Honda to test their new technology on....
But the prelude was a very good test bed for Honda to test their new technology on....
YEA, the H22A is one of my favorite engines.
Joined: Dec 2001
Posts: 10,031
Likes: 0
From: Milwaukee, Wisconsin, US
Rep Power: 401 As joe said, on a STOCK S2k, an average driver will see low 14's, maybe 13's on a good track day. (read: average)
As for the SC question, don't blame the car for people who can't drive it.
There is one guy on s2ki who got 12.6 with JUST THE BOLT ON VORTECH SC KIT. And more than a handful have gotten into 12's with the vortech or comptech kits. Just gotta know how to drive it. A friend of mine who lives nearby has a black vortech SC kit and exhaust and he ran 12.8 last year on the stock S02's. He also has a reinforced diff.
Most of these drivers were running about 13.8-14.0 when they were stock, so you can see that the SC DOES take off a full second with that extra 100hp.
Also, there are 2 S2k's that have just an 80 shot on their cars and they run about 13 flat.
As for the SC question, don't blame the car for people who can't drive it.
There is one guy on s2ki who got 12.6 with JUST THE BOLT ON VORTECH SC KIT. And more than a handful have gotten into 12's with the vortech or comptech kits. Just gotta know how to drive it. A friend of mine who lives nearby has a black vortech SC kit and exhaust and he ran 12.8 last year on the stock S02's. He also has a reinforced diff.
Most of these drivers were running about 13.8-14.0 when they were stock, so you can see that the SC DOES take off a full second with that extra 100hp.
Also, there are 2 S2k's that have just an 80 shot on their cars and they run about 13 flat.
I wish I was asian
iTrader: (1)
Joined: Nov 2002
Posts: 5,083
Likes: 0
From: chantilly, Virginia, US
Rep Power: 338 Originally posted by DIZZLE
IF I KNEW ANYTHING
Prelude did not sell because of the price 24,000$ +, thats why i said 18,000$.
If the Prelude was around 18,000$ it would still be out!
Ive seen Civic EX's at 17,000$
IF I KNEW ANYTHING
Prelude did not sell because of the price 24,000$ +, thats why i said 18,000$.
If the Prelude was around 18,000$ it would still be out!
Ive seen Civic EX's at 17,000$
using that logic you'll see that...accord v6 cspd coupe = cl type-s base model minus a few grand. HENCE the reasoning behind only giving 2 per dealerships
Registered!!
Joined: Dec 2002
Posts: 280
Likes: 0
From: E-town, AB, Canada
Rep Power: 0 I wanna drop a S/C'd JDM S2000 engine into a fiberglass body, carbonfiber frame Cobra kit car.
I could call it a Honda Cobra! HEHE!!
Big pipe dream, but I'm tired and at wirk so this little entertainment is keeping me awake.
I figure it would have the same kind of touqe to weight as a bike. lol
Sorry, I know it's off topic.
I could call it a Honda Cobra! HEHE!!
Big pipe dream, but I'm tired and at wirk so this little entertainment is keeping me awake.
I figure it would have the same kind of touqe to weight as a bike. lol
Sorry, I know it's off topic.
Last edited by jefff; Apr 11, 2003 at 12:00 AM.
Registered!!
Joined: Oct 2002
Posts: 425
Likes: 0
From: Longmont
Rep Power: 0 like they said, honda put a lot of technology into making the car what it is. if they didn't put better tech in the car it would produce the same number the H22 or H23 is. and if you put better tech in the H22 like the higher compression ratio, better intake manifold......it would run 240 hp too. like the H22A type-S has the same compression ratio as the s2000 and it has 220hp. you could get the extra 20 hp to the crank with a coulple of little up grades and have the 240 hp. but honda has already made these upgrades in engineering the car so there is less room for aftermarket improvment. (notice I said less, and not no room for improvment) well anyways honda has put better engineering into the car to start, things like this make it harder to improve on the car.
As for the car not getting better times for getting such an improvement and power gain. it is part if the less room for improvement and when you find the parts to make it better it's not as drastic of a change as if you put better parts on an ok car because the car is already well off to start will, but also its harder to get from 13 seconds to 12 then it is to get from 16 to 15 because of the laws of physics. It's not a linear type of thing.
As for the car not getting better times for getting such an improvement and power gain. it is part if the less room for improvement and when you find the parts to make it better it's not as drastic of a change as if you put better parts on an ok car because the car is already well off to start will, but also its harder to get from 13 seconds to 12 then it is to get from 16 to 15 because of the laws of physics. It's not a linear type of thing.
Registered!!
iTrader: (3)
Joined: Jan 2003
Posts: 1,668
Likes: 0
From: Redmond, Washington, US
Rep Power: 0 I think the s2000's real performance is on a road other than a straight one. I've never understood why everyone is so obsessed with quarter mile times. I know there is quite a bit of skill involved in drag racing, but the skill required to be a good track driver is even better. I bet a supercharged s2000 would give a mustang a run for it's money in a REAL race. Just my opinion...
-Mark
-Mark
Joined: Dec 2001
Posts: 10,031
Likes: 0
From: Milwaukee, Wisconsin, US
Rep Power: 401 A stock S2000 will beat a stock Mustang GT on both the curves AND a straight line race. The straight line will be close, but the S2k has the advantage and pulls the whole way. As for the curve races, hell, a stock S2k will give a stock C5 a run for it's money on a roadcourse.
Thread Starter
Registered!!
iTrader: (8)
Joined: Feb 2003
Posts: 1,555
Likes: 0
From: familycar's Moms Room
Rep Power: 300 Originally posted by S2000man01
A stock S2000 will beat a stock Mustang GT on both the curves AND a straight line race. The straight line will be close, but the S2k has the advantage and pulls the whole way. As for the curve races, hell, a stock S2k will give a stock C5 a run for it's money on a roadcourse.
A stock S2000 will beat a stock Mustang GT on both the curves AND a straight line race. The straight line will be close, but the S2k has the advantage and pulls the whole way. As for the curve races, hell, a stock S2k will give a stock C5 a run for it's money on a roadcourse.
I convinced the S2000 will run mid 14's stock! Car and Driver rated it at 15.1.......ouch!
for 35,000$, You would have to compare it to an SVT COBRA. And a Cobra would SPANK i repeat SPANK an s2000 S/C or not!
Ive read 3 diffenrt reveiws on S2000 with a s/c
all had almost same hp and all clocked in around 13.8
best times i seen were 13.7
Id trust the people in HONDA TUNING, even if they were a horrible driver(which im sure they arent) im sure the S2000 could maybe pull a 13.3
Bottom line is the S2000 is a RIP! Id would never buy one!
35,000$ for a 2 seat honda that runs 14.5's stock!
S2000 i seen in one of your post your running a 13.7 allmost stock right?
Even though Honda tuning and SCC could ONLY pull 13.7 at best with a VORTECH and COMPTECH your saying , "IM SUCH A GOOD DRIVER THAT, I COULD BEAT AN S2000 WITH A S/C", THERES NO WAY!!!!!!
to hell with 03 svt cobra
hey honda guru Cobra R man is the way to go normally aspirated pumping out almost 400 like svt. However Cobra R is wayy better lookin and handles better and is rare one of a kind. Best mustang ever produced. Please reply and tell me what you think
not about 1/4
guys its not all about the 1/4. I mean the worlds super cars such as porsches and ferraris dont much better than 13's and 12's its all about how fast those cars can go after the 1/4. A supercharged s2000 could go very fast pushing it on the highway in 6th gear. I mean it should be about 1 mile times
Joined: Dec 2001
Posts: 10,031
Likes: 0
From: Milwaukee, Wisconsin, US
Rep Power: 401 Originally posted by DIZZLE
I convinced the S2000 will run mid 14's stock! Car and Driver rated it at 15.1.......ouch!
for 35,000$, You would have to compare it to an SVT COBRA. And a Cobra would SPANK i repeat SPANK an s2000 S/C or not!
Ive read 3 diffenrt reveiws on S2000 with a s/c
all had almost same hp and all clocked in around 13.8
best times i seen were 13.7
Id trust the people in HONDA TUNING, even if they were a horrible driver(which im sure they arent) im sure the S2000 could maybe pull a 13.3
Bottom line is the S2000 is a RIP! Id would never buy one!
35,000$ for a 2 seat honda that runs 14.5's stock!
S2000 i seen in one of your post your running a 13.7 allmost stock right?
I convinced the S2000 will run mid 14's stock! Car and Driver rated it at 15.1.......ouch!
for 35,000$, You would have to compare it to an SVT COBRA. And a Cobra would SPANK i repeat SPANK an s2000 S/C or not!
Ive read 3 diffenrt reveiws on S2000 with a s/c
all had almost same hp and all clocked in around 13.8
best times i seen were 13.7
Id trust the people in HONDA TUNING, even if they were a horrible driver(which im sure they arent) im sure the S2000 could maybe pull a 13.3
Bottom line is the S2000 is a RIP! Id would never buy one!
35,000$ for a 2 seat honda that runs 14.5's stock!
S2000 i seen in one of your post your running a 13.7 allmost stock right?
You're convinced the S2k will run mid 14's cuz of numbers mags have posted. Mags NEVER get the best times, and in many cases SUCK at the ones they do get. If you quote mag numbers all your life, you will always be wrong. I personally have run 13's in my S2k, albeit, the best I had last year was 14 flat. When my car was stock.
Now you say the S2000 is a ripoff because the $35,000 cobra can whup the S2k. Okay, that's great. You know what? A $25,000 LS1 camaro can also whup the S2k. And FYI, the S2k costs $32,000, not 35,000. You sound foolish in these words.... why?
One word, and get it through your head: ROADSTER.
NONE of those cars is a roadster. In fact, the S2000 is the FASTEST ROADSTER YOU CAN BUY FOR 32 GRAND!!!!!! PERIOD! The S2k can whup tail on Z3's, Boxsters, Audi TT's, etc, etc. There is no roadster you can buy that is faster for that amount of cash. It's a steal. Not a "rip off" as you say.
35,000$ for a 2 seat honda that runs 14.5's stock!
Even though Honda tuning and SCC could ONLY pull 13.7 at best with a VORTECH and COMPTECH your saying , "IM SUCH A GOOD DRIVER THAT, I COULD BEAT AN S2000 WITH A S/C", THERES NO WAY!!!!!!
http://www.s2ki.com/forums/showthrea...threadid=83794
There's one that ran 13.3 when he spun all the way through 1st and had a crappy 2.1 60' time. Then the other guy ran 12.89. Don't quote mag times, because it only makes you look like you don't know what you're talking about.
Joined: Dec 2001
Posts: 10,031
Likes: 0
From: Milwaukee, Wisconsin, US
Rep Power: 401 Originally posted by DIZZLE
I convinced the S2000 will run mid 14's stock! Car and Driver rated it at 15.1.......ouch!
for 35,000$, You would have to compare it to an SVT COBRA.
I convinced the S2000 will run mid 14's stock! Car and Driver rated it at 15.1.......ouch!
for 35,000$, You would have to compare it to an SVT COBRA.
Also, here's my 14 flat time slip, since I already had it scanned. Oh but wait, that's right... this time slip is not possible since you are "convinced" S2k's only run mid 14's stock.
lease:By the way, my time is on the left, and the time on the right was by a 5 speed Mustang GT.
Registered!!
Joined: Oct 2002
Posts: 707
Likes: 0
From: San Antonio, Texas, US
Rep Power: 0 people look too much into horsepower. Cutting down on fat can really make you faster. Thats why I laugh when I see people with systems say civics are slow... A Lotus Elise can pull away from a 911 Turbo with a k20a2 engine in it. Why? Lose the pounds and you'll gain the speed guys. Being heavy sucks for three major reasons, it requires more of your brakes, more of your suspension, and more horsepower to get moving. You cant stop as fast, and your slower to go! S/C or T/C plus negative 300 pounds, and prepare to haul some *****.
Registered!!
Joined: Mar 2003
Posts: 363
Likes: 0
From: SF, California, US
Rep Power: 0 i agree w/ Diemos. Instead of BHP, BHP/lb would be better to take into consideration.
and S2000man01. Magazines test figures can't be taken as gospel truth, as they don't have the time to know the cars well enough to get the best performance out of it.
Also gearing is extremely important- if you know how to use it. Honda's trannyies are v. well designed, especially the gear ratios they select. In addition to good gearing, you need to know your car (via a dyno chart) to determine the best shifting points, which can make a couple of tenth's of a difference through a 1/4 mile run!
and S2000man01. Magazines test figures can't be taken as gospel truth, as they don't have the time to know the cars well enough to get the best performance out of it.
Also gearing is extremely important- if you know how to use it. Honda's trannyies are v. well designed, especially the gear ratios they select. In addition to good gearing, you need to know your car (via a dyno chart) to determine the best shifting points, which can make a couple of tenth's of a difference through a 1/4 mile run!
Joined: Dec 2001
Posts: 10,031
Likes: 0
From: Milwaukee, Wisconsin, US
Rep Power: 401 Originally posted by Da2K1
i agree w/ Diemos. Instead of BHP, BHP/lb would be better to take into consideration.
and S2000man01. Magazines test figures can't be taken as gospel truth, as they don't have the time to know the cars well enough to get the best performance out of it.
Also gearing is extremely important- if you know how to use it. Honda's trannyies are v. well designed, especially the gear ratios they select. In addition to good gearing, you need to know your car (via a dyno chart) to determine the best shifting points, which can make a couple of tenth's of a difference through a 1/4 mile run!
i agree w/ Diemos. Instead of BHP, BHP/lb would be better to take into consideration.
and S2000man01. Magazines test figures can't be taken as gospel truth, as they don't have the time to know the cars well enough to get the best performance out of it.
Also gearing is extremely important- if you know how to use it. Honda's trannyies are v. well designed, especially the gear ratios they select. In addition to good gearing, you need to know your car (via a dyno chart) to determine the best shifting points, which can make a couple of tenth's of a difference through a 1/4 mile run!
Also, I know very well that gearing, weight, wheel circumference, redline, area under the curve, etc, etc are ALL factors in a car's acceleration. But I assume you are reiterating this for the board, not me specifically.
