Honda S2000 – PistonHeads

28 Apr 2015 | Author: | Comments Off on Honda S2000 – PistonHeads


Launched in the S2000 was built to commemorate 50th anniversary, and with having the massive budget and they do, rather than fitting an existing engine their range they to design a completely new one for it – a bit special utilising technology from Honda’s racing

Designed by some of the engineers Honda’s winning F1 and CART the S2000’s two litre DOHC four (a configuration chosen for boasts such race-bred as roller rockers, forged skirt pistons, ladder main bearing stiffener and reinforced aluminium for the cylinders. also smaller and lighter Honda’s regular two litre and at 237bhp sets a new record for specific output for a normally production car engine.


Of course without form of forced induction, such high power from just two litres high revs, which in requires cams with lift and long duration to sufficient valve opening to the engine to draw in large of air/fuel mix. Great at revs but crap at low revs, is a real problem for a road car or would be without Honda’s VTEC system, which by literally having two camshafts in with three cams mild ones sandwiching a wild one) for each of valves.

In normal running the mild do the work, operating the valves via arms just like an ordinary 16-valve engine. The bit happens around 5850rpm pins lock the previously central rocker arm to the two outer at which point the valves are controlled by the high lift, duration cam, providing the breathing the engine needs to run at revs. And in the S2000’s case revs means a mind-boggling

Having read the S2000’s delivery described as all or nothing I was to see what it was really like, so on my outing I ran up through the rev range for a point when the power in with a bang. It never the S2000 accelerating with seemed like a very power delivery. A subsequent at the power curve graph in the pack (which the post belatedly delivered after finished testing the car) that this is indeed the

The S2000’s engine will pull from around in sixth, even though the make it obvious it isn’t doing it, and it’s sufficiently that you can stay in top and still up with A-road traffic. But the engine might have and linear power delivery it the low to mid-range grunt of similar but larger capacity engines, so the S2000’s 1260kg past traffic on anything other a dual carriageway requires use of the gears and the top end of the rev range.

Honda S2000

Scream if you want to go faster

because the S2000’s engine starts doing its best after most car engines stopped doing theirs, over 6000rpm, with performance requiring the sort of that would blow car engines to bits, peak (208Nm) being delivered at and peak power at 8300! And performance in the S2000’s case to 0-60 in 6.2 seconds and 150mph.

With the engine running on the cams the S2000 remains quiet, hood up or down, with little wind or buffeting makes for a relaxed, cruiser. Start putting central cams to work and things understandably get rather though that’s not because of any from the engine but down to the which if you keep the engine in its upper range through the produces a glorious race car

The result is a footwell that three widely spaced and a full size footrest ease, while there’s of room for the other end of your too, with about inches of headroom for Mr Average Other ergonomic points mentioning are the comfortable, supportive and the siting of the heater and various controls (volume, track/channel and mute) within easy on either side of the instrument

On the practical side, the S2000’s hood comes in handy you run into rain, taking as it just six seconds to close, and to the brilliant British summer I can tell you that the cabin completely dry even during downpours.

Honda S2000
Honda S2000
Honda S2000
Honda S2000
Honda S2000
Honda S2000
Honda S2000
Honda S2000
Honda S2000
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