Cambios realizados en el coche a lo largo de los años Desde MY00 a MY08 y CR:
Official AP1 vs AP2 Comparison
Te interesa leer, sobre todo las diferencias entre 2003 y 2004:
Model Year 2004
(Second generation S2000).
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.
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 knob operational load and reduced harshness.
transmission case rigidity improved
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%.
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 owners research found the front suspension received a new front upper arm (left side only); some owners speculate that was to correct difficulties in setting the camber on that side. Theres a new part number for the self lock cam nut and bolt at the lower arms adjustment point. Theres a new part number for the front lower arm but no apparent geometry change; its 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
Chassis code AP1 = MY00-MY03 chassis changed to AP2 with the re-designed bumpers and new headlights / tail lights.
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
Reinforcements to the rear wheel arch bulkhead
Front suspension upper arm brackets were strengthened, further benefiting handling.
overall weight increase of 25 pounds, from 2810 to 2835 pounds
WHEELS & TIRES
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.
Honda says both changes are key contributors to extended cornering limits.
The tires are now Bridgestone Potenza RE050s, replacing the former model's Bridgestone Potenza S-02s.
The new tires feature a completely different tread pattern, intended to improve the balance in performance between dry and wet conditions.
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. The new pad material (Jurid632) provides greater frictional stability in high-temperature operating ranges.
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 for more stopping power in the latter stage of brake application under constant application). Honda claims less pedal travel is required than previously.
The ABS system has been improved through the use of split-regulation yaw-control logic for improved stability on split-μμ 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.
new no se job, with wider air intake and new headlights above it
fake brake opening reshaped and moved inward
new HID headlights using projector beams
new LED taillights
lower appearing rear bumper
reshaped exhaust pipes, now oval
spiral double horn unit replaces the current flat double horn.
new color - Rio Yellow Pearl
Spa Yellow dropped
new combination red and black colored seats
more sculpted door panel inserts; shoulder room increased by 0.5"
wave ignition key to make copying it more difficult
reshaped steering wheel
new tweeter and mid range speaker housings
new center console with two beverage holders
dash changes including a new gauge cluster, reshaped roll where the start button and radio controls are located
restyled aluminum finish.
Sport Compact Car magazine did a road test of the 2004 S2000. They report the 2.2 liter made 210 hp at 8000 rpm at the rear wheels, compared to 203 hp at 8500 rpm that the old 2 liter delivered, and 146 lb-ft of torque at 6400 rpm, compared to 136 lb-ft at 6300 rpm. They go on to say, Sure, peak power remains the name of the game here, but there's obviously more power than Honda is telling us, and the improved midrange is nice to have around town. They also did some handling tests and reported the 04 understeered on the skid pad; it registered .89 compared to .92 for the 2 liter car. In the slalom the 04 improved by 1.2 mph to 71.0 mph. They also did some acceleration runs but fried the clutch. 50 to 70 acceleration was faster by .18 seconds, and 0 to 100 is faster by just .2 seconds.
Yo estoy en ello.