Cojones jajaj es cierto lo del pomo y, cuando vas al fuego, se pone que quema...
Diferencias entre AP1 y AP2
Comenzado por
Storm
, 22 febrero 2008 14:12:11
98 respuestas en este tema
#61
_SeR_
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Escrito 26 febrero 2008 - 14:34:57
#62
MiKi-
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B18C5 (Integra) 210 hp
- Gender:Male
- Location:Palma de Mallorca
- Coche:Honda S 2000
Escrito 27 febrero 2008 - 09:49:57
jejeje que bueno lo del pomo , nunca lo habia contado , pero algunas mañanas gelidas , le pongo un trapito por encima , que me da la sensacion que de lo frio que esta se me queda la mano pegada
#63
deibit
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Flat out until you see God, count to three, then brake
- Gender:Male
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- Coche:MY08 Honda S2000
Escrito 27 febrero 2008 - 09:56:00
#64
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Escrito 27 febrero 2008 - 11:15:25
jajajajaa q bueno... y yo q le he puesto al mío a vece un calcetín de esos para teléfono móvil 
ja ja ja... aunque aquí la verdad es que no hace mucha falta...
ja ja ja... aunque aquí la verdad es que no hace mucha falta...
#65
MiKi-
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B18C5 (Integra) 210 hp
- Gender:Male
- Location:Palma de Mallorca
- Coche:Honda S 2000
Escrito 27 febrero 2008 - 11:59:13
jejeje ok deibit , gracias por esas perillas en cuero , estan muy chulas 
siento tener poca "clase" en ese tipo de cosas jejej
siento tener poca "clase" en ese tipo de cosas jejej
#66
Storm
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Escrito 29 febrero 2008 - 12:10:30
Ok, muchas gracias a todos por la info.
Varios comentarios:
-Sobre las mejoras tecnológicas:
Es indiscutible que ha habido mejoras muy útiles en cuestiones como seguridad y confort pero también se han generalizado las chorradas que hacen sentirse a uno en un coche de videojuego para subnormales (aparte de que encarecen el coche por detalles que puede que no quiera y deberían venir como opción).
Esto es todavía más importante en un coche deportivo ya que, se supone, está pensado para transmitir sensaciones a costa de sacrificar comodidades. Si el VSA es desconectable y no intrusivo, me parece perfecto porque seré yo el que decida entre seguridad y diversión. Lo del acelerador electrónico, habría que probarlo...
-Sobre el techo duro:
Yo, personalmente lo veo imprescindible en un clima lluvioso y ante posibles robos o vandalismo. Alguién puede comentar algo sobre los ruidos aerodinámicos con capota de lona y techo duro? Estoy leyendo que el techo duro es peor y estoy flipando...
Un Saludo.
Ekaitz.
Varios comentarios:
-Sobre las mejoras tecnológicas:
Es indiscutible que ha habido mejoras muy útiles en cuestiones como seguridad y confort pero también se han generalizado las chorradas que hacen sentirse a uno en un coche de videojuego para subnormales (aparte de que encarecen el coche por detalles que puede que no quiera y deberían venir como opción).
Esto es todavía más importante en un coche deportivo ya que, se supone, está pensado para transmitir sensaciones a costa de sacrificar comodidades. Si el VSA es desconectable y no intrusivo, me parece perfecto porque seré yo el que decida entre seguridad y diversión. Lo del acelerador electrónico, habría que probarlo...
-Sobre el techo duro:
Yo, personalmente lo veo imprescindible en un clima lluvioso y ante posibles robos o vandalismo. Alguién puede comentar algo sobre los ruidos aerodinámicos con capota de lona y techo duro? Estoy leyendo que el techo duro es peor y estoy flipando...
Un Saludo.
Ekaitz.
#67
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Escrito 29 febrero 2008 - 12:46:19
Ok, muchas gracias a todos por la info.
Varios comentarios:
-Sobre las mejoras tecnológicas:
Es indiscutible que ha habido mejoras muy útiles en cuestiones como seguridad y confort pero también se han generalizado las chorradas que hacen sentirse a uno en un coche de videojuego para subnormales (aparte de que encarecen el coche por detalles que puede que no quiera y deberían venir como opción).
Esto es todavía más importante en un coche deportivo ya que, se supone, está pensado para transmitir sensaciones a costa de sacrificar comodidades. Si el VSA es desconectable y no intrusivo, me parece perfecto porque seré yo el que decida entre seguridad y diversión. Lo del acelerador electrónico, habría que probarlo...
-Sobre el techo duro:
Yo, personalmente lo veo imprescindible en un clima lluvioso y ante posibles robos o vandalismo. Alguién puede comentar algo sobre los ruidos aerodinámicos con capota de lona y techo duro? Estoy leyendo que el techo duro es peor y estoy flipando...
Un Saludo.
Ekaitz.
Con techo rígido es más ruidoso, en efecto. El techo al ser rígido, pivota sobre los enganches que tienes en el montante delantero del cristal al tomar baches. Sucede lo mismo con los anclajes traseros y, además en baches también el propio techo de lona, cuando está plegado dentro del habitáculo, también hace ruido al "menearse". Por otra parte, con el techo de lona, es lo típico en cualquier coche cabriolet, no insonoriza bien el ruido ambiente y, cuanto más rápido vayas, oírás el golpeteo de la lona con el armazón.
#68
Bub0
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Escrito 29 febrero 2008 - 13:34:59
Esa es la esencia de los cabrios amigo 
COn lona todavía no he circulado, pero con el rígido por autopista a 120 ya se nota algo. A 150 empieza a ser molesto. Lo que pasa es que vas tan enchufao y el motor suena tanto que disimula el sonido aerodinámico. La solución es tratar de mantener las gomas y juntas lo mejor posible. Es lo más imprescindible en un cabrio.
Yo recomiendo esto:
http://store.carcare...p...t=10&page=1
Primero limpias bien las gomas. Con agua y jabón neutro, luego lo secas. Le pasas el Gummi este, lo dejas actuar durante unos minutitos y retiras lois restos con una microfibra. Os aseguro que el resultado es asombroso. Lo utilizo también para todo el maletero y lo poco que tiene en el capó.
Lo saqué del cocnesionario y hacía un poco de ruido. Os aseguro que después de tratarlo algunos desaparecieron y optros me mitigaron. Probadlo, es barato
COn lona todavía no he circulado, pero con el rígido por autopista a 120 ya se nota algo. A 150 empieza a ser molesto. Lo que pasa es que vas tan enchufao y el motor suena tanto que disimula el sonido aerodinámico. La solución es tratar de mantener las gomas y juntas lo mejor posible. Es lo más imprescindible en un cabrio.
Yo recomiendo esto:
http://store.carcare...p...t=10&page=1
Primero limpias bien las gomas. Con agua y jabón neutro, luego lo secas. Le pasas el Gummi este, lo dejas actuar durante unos minutitos y retiras lois restos con una microfibra. Os aseguro que el resultado es asombroso. Lo utilizo también para todo el maletero y lo poco que tiene en el capó.
Lo saqué del cocnesionario y hacía un poco de ruido. Os aseguro que después de tratarlo algunos desaparecieron y optros me mitigaron. Probadlo, es barato
#69
zapatilla
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Escrito 29 febrero 2008 - 14:21:08
así es,yo estoy llevando el techo duro todo este invierno para darle uso ya que me venia con el coche y estoy deseando quitarselo por el ruido,a mi me pasaba que al llevar la lona plegada dentro del coche los anclajes de la lona sonaban mucho con cada bachecito,lo que ice fue quitarselos al menos estos tres meses ya que no me ivan acer falta.sin el techo duro y cuando vas descapotado el ruido de los anclajes se escucha bastante menos pero sigues escuchandolo.
#70
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Escrito 29 febrero 2008 - 17:22:44
Yo lo que he hecho es ponerle un poco de grasa de litio a los puntos de anclaje y se han suavizado un poco los ruidos.
#71
Storm
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Escrito 05 marzo 2008 - 15:24:35
Bueno... sigo en ello.
http://en.wikipedia....iki/Honda_S2000
Models
The car was originally launched in 1999 as a 2000 model, given the chassis designation AP1. The 2000 model featured 16" wheels with Bridgestone Potenza S-02 tires.
For the 2002 model year, suspension settings were revised and a smaller glass rear windscreen introduced. The plastic rear window was replaced with glass; an electric defroster was added. Other updates included slightly revised taillamps, an upgraded stereo, and a revised engine control unit (ECU).
From its inception in 1999 to 2003, S2000s were manufactured at Honda's Takanezawa, Tochigi plant, alongside the Honda NSX supercar and Honda Insight hybrid.[2] In 2004 production moved to the Suzuka plant.
The 2004 model introduced newly designed 17" wheels and Bridgestone RE-050 tires along with a retuned suspension that reduced the car's tendency to oversteer. The spring rates and shock absorber damping were altered and the suspension geometry modified to improve stability by reducing toe-in changes under cornering loads. In addition, cosmetic changes were made to the exterior with new front and rear bumpers, revised headlight assemblies, new LED tail-lights, and oval-tipped exhausts. At the same time, Honda introduced a 2.2 L variant to the North American market. The revised car was given the chassis designation AP2.
The 2006 model introduced a drive by wire throttle, Vehicle Stability Assist system, new wheels, and one new exterior color, Laguna Blue Pearl. Interior changes included revised seats, additional stereo speakers integrated into the headrests, and additional headrest padding where previous seats had helmet depressions and screens. The 2.2 L engine was also introduced to the Japanese market during this time.
In 2007 two exterior colors (Suzuka Blue and Sebring Silver) were dropped, while the Grand Prix White color was re-introduced with a black, red, and gray interior.
The 2008 model year marked the first time the S2000 was offered in more than one trim level.[3] In addition to the base model, Honda offered a new race-inspired version of the S2000, distinguished by reduced weight, fewer amenities, and a claimed increase in performance. The S2000 CR made its world debut at the 2007 New York International Auto Show on 4 April 2007.[4] Changes for the CR included a quicker (lower-ratio) steering rack, stiffer suspension and all-new Bridgestone Potenza RE070 tires. Rear tires were widened from 245/40R-17 to 255/40R-17 on the CR. A revised body kit, comprised of a redesigned front clip, rear bumper, and a large spoiler, were wind-tunnel tested and claimed to produce positive downforce at speed. The power folding soft top was removed and replaced with additional chassis bracing topped off with a tonneau cover, while the optional removable non-structural hard top became a standard feature on the CR. Finally, in an effort to reduce weight and lower the center of gravity, the spare tire was omitted and air conditioning and stereo were offered only as options. Net weight savings with out the additional hardtop was 90 pounds (41 kg) relative to the standard model. The engine in the S2000 CR was unchanged from the standard trim.[5]
The Honda S2000 CR became available in the fall of 2007 and started at US$36,300. Production volume of less than 2,000 units is expected. Redesigned five-spoke wheels were standard on all S2000s, with bright silver on the base model wheels and a gunmetal color on the CR wheels. All CR models were only available with yellow and black cloth interior.
Powertrain
The S2000 (2000 to 2003 models) initially came equipped with a 2.0 L (1997 cc) F20C inline 4 cylinder DOHC-VTEC engine producing 243 PS (179 kW, 240 hp) at 8,300 rpm and 153 ft·lbf (208 Nm) of torque at 7,500 rpm, though European versions were rated slightly lower at 240 PS (177 kW, 237 hp) and the Japanese models were quoted with 250 PS (184 kW, 247 hp) at 8,600 rpm due to a small difference in engine compression ratio.[citation needed]
Honda introduced a variant of the F20C engine to the North American market in 2004. Designated F22C1, the engine's stroke was lengthened, increasing its displacement to 2.2 L. At the same time, the redline was reduced from 9,000[6] to 8,000 rpm with a cutout at 8,200 rpm,[7] mandated by the longer travel distance of the pistons. Peak torque was increased by 6% to 162 lb·ft (220 N·m) at 6,200 rpm, and the F22C1 was quoted by Honda as having more torque at lower rpm than the F20C, although power output was the same.[citation needed] Initially, the F22C1 was intended only for the North American market, but it was also introduced in Japan in 2006 with specified power of 242 PS (178 kW, 239 hp). Other markets continued with the 2.0 L version.
In part because of its high-revving nature for a car engine (9,000 rpm rev limit for the 2.0 L and 8,200 rpm for the 2.2 L engines), the S2000 achieves the highest specific power per unit volume of any mass-produced naturally-aspirated automobile piston engine, producing 123.5 hp (92 kW)/L in the Japanese F20C (beating the older record holding Nissan Pulsar VZ-R N1 by 0.375 hp/L (0.28 kW)/L). The compact and lightweight engine, mounted entirely behind the front axle, allows the S2000 to obtain a 50:50 front/rear weight distribution and lower rotational inertia than would otherwise be possible.
In conjunction with its introduction of the F22C1, Honda also changed the transmission gear ratios by shortening the first four gears and lengthening the last two. Another change was the inclusion of a clutch release delay valve to improve drivetrain longevity by reducing shock loads.
Supongo que estará correcto...
http://en.wikipedia....iki/Honda_S2000
Models
The car was originally launched in 1999 as a 2000 model, given the chassis designation AP1. The 2000 model featured 16" wheels with Bridgestone Potenza S-02 tires.
For the 2002 model year, suspension settings were revised and a smaller glass rear windscreen introduced. The plastic rear window was replaced with glass; an electric defroster was added. Other updates included slightly revised taillamps, an upgraded stereo, and a revised engine control unit (ECU).
From its inception in 1999 to 2003, S2000s were manufactured at Honda's Takanezawa, Tochigi plant, alongside the Honda NSX supercar and Honda Insight hybrid.[2] In 2004 production moved to the Suzuka plant.
The 2004 model introduced newly designed 17" wheels and Bridgestone RE-050 tires along with a retuned suspension that reduced the car's tendency to oversteer. The spring rates and shock absorber damping were altered and the suspension geometry modified to improve stability by reducing toe-in changes under cornering loads. In addition, cosmetic changes were made to the exterior with new front and rear bumpers, revised headlight assemblies, new LED tail-lights, and oval-tipped exhausts. At the same time, Honda introduced a 2.2 L variant to the North American market. The revised car was given the chassis designation AP2.
The 2006 model introduced a drive by wire throttle, Vehicle Stability Assist system, new wheels, and one new exterior color, Laguna Blue Pearl. Interior changes included revised seats, additional stereo speakers integrated into the headrests, and additional headrest padding where previous seats had helmet depressions and screens. The 2.2 L engine was also introduced to the Japanese market during this time.
In 2007 two exterior colors (Suzuka Blue and Sebring Silver) were dropped, while the Grand Prix White color was re-introduced with a black, red, and gray interior.
The 2008 model year marked the first time the S2000 was offered in more than one trim level.[3] In addition to the base model, Honda offered a new race-inspired version of the S2000, distinguished by reduced weight, fewer amenities, and a claimed increase in performance. The S2000 CR made its world debut at the 2007 New York International Auto Show on 4 April 2007.[4] Changes for the CR included a quicker (lower-ratio) steering rack, stiffer suspension and all-new Bridgestone Potenza RE070 tires. Rear tires were widened from 245/40R-17 to 255/40R-17 on the CR. A revised body kit, comprised of a redesigned front clip, rear bumper, and a large spoiler, were wind-tunnel tested and claimed to produce positive downforce at speed. The power folding soft top was removed and replaced with additional chassis bracing topped off with a tonneau cover, while the optional removable non-structural hard top became a standard feature on the CR. Finally, in an effort to reduce weight and lower the center of gravity, the spare tire was omitted and air conditioning and stereo were offered only as options. Net weight savings with out the additional hardtop was 90 pounds (41 kg) relative to the standard model. The engine in the S2000 CR was unchanged from the standard trim.[5]
The Honda S2000 CR became available in the fall of 2007 and started at US$36,300. Production volume of less than 2,000 units is expected. Redesigned five-spoke wheels were standard on all S2000s, with bright silver on the base model wheels and a gunmetal color on the CR wheels. All CR models were only available with yellow and black cloth interior.
Powertrain
The S2000 (2000 to 2003 models) initially came equipped with a 2.0 L (1997 cc) F20C inline 4 cylinder DOHC-VTEC engine producing 243 PS (179 kW, 240 hp) at 8,300 rpm and 153 ft·lbf (208 Nm) of torque at 7,500 rpm, though European versions were rated slightly lower at 240 PS (177 kW, 237 hp) and the Japanese models were quoted with 250 PS (184 kW, 247 hp) at 8,600 rpm due to a small difference in engine compression ratio.[citation needed]
Honda introduced a variant of the F20C engine to the North American market in 2004. Designated F22C1, the engine's stroke was lengthened, increasing its displacement to 2.2 L. At the same time, the redline was reduced from 9,000[6] to 8,000 rpm with a cutout at 8,200 rpm,[7] mandated by the longer travel distance of the pistons. Peak torque was increased by 6% to 162 lb·ft (220 N·m) at 6,200 rpm, and the F22C1 was quoted by Honda as having more torque at lower rpm than the F20C, although power output was the same.[citation needed] Initially, the F22C1 was intended only for the North American market, but it was also introduced in Japan in 2006 with specified power of 242 PS (178 kW, 239 hp). Other markets continued with the 2.0 L version.
In part because of its high-revving nature for a car engine (9,000 rpm rev limit for the 2.0 L and 8,200 rpm for the 2.2 L engines), the S2000 achieves the highest specific power per unit volume of any mass-produced naturally-aspirated automobile piston engine, producing 123.5 hp (92 kW)/L in the Japanese F20C (beating the older record holding Nissan Pulsar VZ-R N1 by 0.375 hp/L (0.28 kW)/L). The compact and lightweight engine, mounted entirely behind the front axle, allows the S2000 to obtain a 50:50 front/rear weight distribution and lower rotational inertia than would otherwise be possible.
In conjunction with its introduction of the F22C1, Honda also changed the transmission gear ratios by shortening the first four gears and lengthening the last two. Another change was the inclusion of a clutch release delay valve to improve drivetrain longevity by reducing shock loads.
Supongo que estará correcto...
#72
Bub0
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Escrito 05 marzo 2008 - 15:32:39
Eso es en el modelo americano. No sé si lo referenta al chasis es igual que en europa.
#73
Storm
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Escrito 05 marzo 2008 - 16:18:46
Copiado de http://www.s2ki.com/...howtopic=573717
i just got a new '08 CR [black] and still have my '00 ap1 silverstone/red with a later factory hardtop[car purchased new at a nearby dealership on nov. 17, 1999 with 2.4 miles on it]...as i recently bought a new full set of s02's for the original 16" factory rims and the car has 26k easy miles on it it would be a good time to do a side-by-side.....the '00 is as new and the '08 has 175 miles on it so i will have to be nice to it till it's broken in....if you have any questions -fire away...
[an interesting first realization is that all the stuff we did ourselves in the early days..alloy dead pedal, short shifter knob, headrest speakers, CLOCK,console cover,etc are all now standard....my only mod way back was a spoon strut bar which,[ interestingly enough] is not on the latest s2k. first impression; the old car is much more raw and requires a lot of attention to drive fast;
oh yeah..see below..
1999 out the door with red interior and deck spoiler, tax ,lic and dealer rape=$48865.41
2008 out the door black CR with top/spare delete. tax lic etc..$39562.79
supply and demand kids!!
oh..need to find a good home for the silverstone/red. pm me
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
This is a rhetorical question, but ... Is that a good thing, or a bad thing?
I think the reason the AP1/AP2 debates go on and on is because people disagree on that very point. It's funny now, because back in '04 I got exactly the same impression when I drove AP1's and AP2's back to back, and I decided I wanted the raw feel and edgy handling, because I felt that it gave the car character. But then I made the mistake of discussing my decision here on S2kI, and some of the AP2 owners were on me like stink on poop. For a very long time anyone who dare say that the AP1's were more raw was seen as starting an AP1/AP2 debate, but today, four years later, everyone seems to realize that the early cars really were more raw. Most AP2 owners were real jerks back then, because for some strange reason they wanted their cars to be as raw as the AP1. I never understood it, and still don't, but the debates continue. And frankly, they're as misguided today as they were back in '04.
Thankfully, over time we've had more and more people, like you, who have upgraded from an AP1 to an AP2, so now at least I can state my affection for the rawness of the early cars without every AP2 owner here going off on me.
Thanks.
I know some of the guys who love to argue that their AP1 is a better car won't like this, but frankly, if the S2000 was my only car, I'd be driving an AP2. The AP1 is too raw and demanding to put up with every day, and if I'd been looking for a real car rather than a estoy to play with, I'd have bought an AP2 back in '04.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
I have always known that the AP2's were softer than the AP1's... I have owned both. I guess it just depends on what you want out of your car. I like the torque and extra room of the AP2, as well as the more richly appointed interior, i.e., clock, silver accents, extra speakers, etc. I also like the styling of the AP2 better and the 17 inch rims are a real plus. The back end of the AP2's were also much more twitchy. The AP1 was more like a go cart IMHO. It was raw... too raw for me.
I never missed the 9000 RPM because the AP2 has more torque. RPM's don't mean anything without the power, so to me, it was worth losing the 1000 RPM's to gain the extra torque. It makes it more drivable around town.
If I was to track my car, I'd pick my old AP1. But for everyday use, I believe that the AP2 wins hands down... especially the 2006+ with TC... I guess I'm a softie.
If I wanted to have the ultimate S2000 track car, I think that I'd take a MY00 and spend $15,000 on it. Make it lighter and stiffer and quicker.
Parece que la gente que conoce las dos series opina que el AP1 es un "juguete" (un kart, a lo Elise) y el AP2 es más "civilizado" (y planteable como coche de diario).
Opiniones?
Se parece REALMENTE un AP2 con el VSA desconectado a un AP1?
i just got a new '08 CR [black] and still have my '00 ap1 silverstone/red with a later factory hardtop[car purchased new at a nearby dealership on nov. 17, 1999 with 2.4 miles on it]...as i recently bought a new full set of s02's for the original 16" factory rims and the car has 26k easy miles on it it would be a good time to do a side-by-side.....the '00 is as new and the '08 has 175 miles on it so i will have to be nice to it till it's broken in....if you have any questions -fire away...
[an interesting first realization is that all the stuff we did ourselves in the early days..alloy dead pedal, short shifter knob, headrest speakers, CLOCK,console cover,etc are all now standard....my only mod way back was a spoon strut bar which,[ interestingly enough] is not on the latest s2k. first impression; the old car is much more raw and requires a lot of attention to drive fast;
oh yeah..see below..
1999 out the door with red interior and deck spoiler, tax ,lic and dealer rape=$48865.41
2008 out the door black CR with top/spare delete. tax lic etc..$39562.79
supply and demand kids!!
oh..need to find a good home for the silverstone/red. pm me
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
This is a rhetorical question, but ... Is that a good thing, or a bad thing?
I think the reason the AP1/AP2 debates go on and on is because people disagree on that very point. It's funny now, because back in '04 I got exactly the same impression when I drove AP1's and AP2's back to back, and I decided I wanted the raw feel and edgy handling, because I felt that it gave the car character. But then I made the mistake of discussing my decision here on S2kI, and some of the AP2 owners were on me like stink on poop. For a very long time anyone who dare say that the AP1's were more raw was seen as starting an AP1/AP2 debate, but today, four years later, everyone seems to realize that the early cars really were more raw. Most AP2 owners were real jerks back then, because for some strange reason they wanted their cars to be as raw as the AP1. I never understood it, and still don't, but the debates continue. And frankly, they're as misguided today as they were back in '04.
Thankfully, over time we've had more and more people, like you, who have upgraded from an AP1 to an AP2, so now at least I can state my affection for the rawness of the early cars without every AP2 owner here going off on me.
Thanks.
I know some of the guys who love to argue that their AP1 is a better car won't like this, but frankly, if the S2000 was my only car, I'd be driving an AP2. The AP1 is too raw and demanding to put up with every day, and if I'd been looking for a real car rather than a estoy to play with, I'd have bought an AP2 back in '04.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
I have always known that the AP2's were softer than the AP1's... I have owned both. I guess it just depends on what you want out of your car. I like the torque and extra room of the AP2, as well as the more richly appointed interior, i.e., clock, silver accents, extra speakers, etc. I also like the styling of the AP2 better and the 17 inch rims are a real plus. The back end of the AP2's were also much more twitchy. The AP1 was more like a go cart IMHO. It was raw... too raw for me.
I never missed the 9000 RPM because the AP2 has more torque. RPM's don't mean anything without the power, so to me, it was worth losing the 1000 RPM's to gain the extra torque. It makes it more drivable around town.
If I was to track my car, I'd pick my old AP1. But for everyday use, I believe that the AP2 wins hands down... especially the 2006+ with TC... I guess I'm a softie.
If I wanted to have the ultimate S2000 track car, I think that I'd take a MY00 and spend $15,000 on it. Make it lighter and stiffer and quicker.
Parece que la gente que conoce las dos series opina que el AP1 es un "juguete" (un kart, a lo Elise) y el AP2 es más "civilizado" (y planteable como coche de diario).
Opiniones?
Se parece REALMENTE un AP2 con el VSA desconectado a un AP1?
#74
deibit
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Flat out until you see God, count to three, then brake
- Gender:Male
- Location:Deutschland
- Coche:MY08 Honda S2000
Escrito 05 marzo 2008 - 17:45:17
Todas esas discusiones son americanas.. en USA hay mucha mas diferencia entre AP1 y AP2, basicamente porque el motor es diferente... los nuevos solo suben hasta 8000rpm
En Europa la diferencia no es tanta... el AP2 es solo un AP1 "revisado". En general el modelo mas radical es el MY08-CR (ni MY00 ni leches) pero desafortunadamente (para algunos) ese modelo solo esta disponible en estados unidos.
Si que es verdad que los primeros modelos tenian unos tarados un poco "raros".. pero yo no usaria el nombre "agresivos" para definirlo, ya que ni tan siquiera el MY08-CR mantiene esa proporcion..
Como ejemplo los spring rates de los muelles (delante/atrás)
MY00-01 = 218/291
MY02-03 = 240/230
MY04-07 = 256/207
MY08-UP = 274/225
MY08 CR = 375/264
Yo no soy ningun experto en suspensiones, pero se ve algo "raro" en la proporcion del MY00/MY01 (un rate tan bajo delante y tan grande detras).. yo a eso lo llamaria "error", pero otros lo llamaran de otra manera
Pero si a los primeros modelos haces "ajustes" todo queda mejor (x-braces y cosas parecidas)... y si realmente quieres tener la suspension de un MY00-01 en un MY06 la cosa es facil... encontraras mucha gente que te cambiara la suya gratis
Resumiendo.. que si quieres un S2000 de serie radical (sobre el papel al menos) importa un MY08-CR, y si quieres uno de calle, pillate cualquiera de los demas.
Pero bueno, eso es solo mi opinion
Ah, y un S2000 no es un Elise ni de cerca... un Elise pesa 720kg!!!
En Europa la diferencia no es tanta... el AP2 es solo un AP1 "revisado". En general el modelo mas radical es el MY08-CR (ni MY00 ni leches) pero desafortunadamente (para algunos) ese modelo solo esta disponible en estados unidos.
Si que es verdad que los primeros modelos tenian unos tarados un poco "raros".. pero yo no usaria el nombre "agresivos" para definirlo, ya que ni tan siquiera el MY08-CR mantiene esa proporcion..
Como ejemplo los spring rates de los muelles (delante/atrás)
MY00-01 = 218/291
MY02-03 = 240/230
MY04-07 = 256/207
MY08-UP = 274/225
MY08 CR = 375/264
Yo no soy ningun experto en suspensiones, pero se ve algo "raro" en la proporcion del MY00/MY01 (un rate tan bajo delante y tan grande detras).. yo a eso lo llamaria "error", pero otros lo llamaran de otra manera
Pero si a los primeros modelos haces "ajustes" todo queda mejor (x-braces y cosas parecidas)... y si realmente quieres tener la suspension de un MY00-01 en un MY06 la cosa es facil... encontraras mucha gente que te cambiara la suya gratis
Resumiendo.. que si quieres un S2000 de serie radical (sobre el papel al menos) importa un MY08-CR, y si quieres uno de calle, pillate cualquiera de los demas.
Pero bueno, eso es solo mi opinion
Ah, y un S2000 no es un Elise ni de cerca... un Elise pesa 720kg!!!
Editado por deibit, 05 marzo 2008 - 17:45:50.
#75
MiKi-
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B18C5 (Integra) 210 hp
- Gender:Male
- Location:Palma de Mallorca
- Coche:Honda S 2000
Escrito 05 marzo 2008 - 19:01:46
ea !! lo dicho , para mi la pura esencia del ap1
#76
_SeR_
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Asimo
- Location:Tenerife
- Coche:S2000;CRX VTEC;GTturbo
Escrito 06 marzo 2008 - 12:46:15
ea !! lo dicho , para mi la pura esencia del ap1
idem jejeje
#77
Touge Master
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Troppo vero
- Gender:Male
- Coche:Honda S2000
Escrito 06 marzo 2008 - 13:09:46
Yo no soy ningun experto en suspensiones, pero se ve algo "raro" en la proporcion del MY00/MY01 (un rate tan bajo delante y tan grande detras).. yo a eso lo llamaria "error", pero otros lo llamaran de otra manera
Mira Kurosawa que mal conducía el S2000 con ese "error" que tu dices.
#78
MaxiM
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A fondo hasta rompa...
- Gender:Male
- Coche:CRX del Sol
Escrito 06 marzo 2008 - 13:44:12
Shoo! al final vendo el mio y me quedo con el del Sol que es mas purista...hace ruidos por todos los lados, y ruge mas que mi S2k...a veces me doy cuenta de los extremistas que somos con nuestros coches, normal que cuando alguien hable mal de nuestro modelo vayais al cuello...si esque entre el mismo modelo de distintos años ya lo hacemos...en fin 
(PD: Me encluyo yo)
(PD: Me encluyo yo)
#79
deibit
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Flat out until you see God, count to three, then brake
- Gender:Male
- Location:Deutschland
- Coche:MY08 Honda S2000
Escrito 06 marzo 2008 - 13:56:18
Mira Kurosawa que mal conducía el S2000 con ese "error" que tu dices.
Me refiero a que supuestamente es un error porque todas las revisiones que se han hecho del coche (incluso la version "radical") han ido en la direccion opuesta (mas delante y menos detras y no viceversa).. lo que hace sospechar que la teoria inicial no era tan correcta
Pero eso ya no es parte de la guerra AP1 vs AP2 sino de AP1.1 vs AP1.2 (los AP1.2 ya los disenyaron con diferentes tarados)Pero eso no quiere decir que el coche no se pueda conducir bien.. un Ferrari F40 tampoco es un prodigio de la estabilidad y seguro que también encuentras videos de gente que lo conduce de p#%@ madre (si es que aun quedan F40 no siniestrados en el mundo)
Editado por deibit, 06 marzo 2008 - 13:58:26.
#80
_SeR_
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Asimo
- Location:Tenerife
- Coche:S2000;CRX VTEC;GTturbo
Escrito 06 marzo 2008 - 14:02:49
He de reconocer que, acostumbrado a ir con coches tracción delantera y suspensión mucho más dura delante que detrás, resulta "raro" ir con el mío que va muuuuchísimo más duro detrás que delante. La sensación es extraña, no digo ni buena ni mala, sino extraña aunque con el paso de los meses ya me he ido acostumbrando...
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