![]() The peppy VTEC engine was mated to a six-speed manual transmission and Torsion limited slip differential. Additionally, Honda’s engineers replaced the beltdriven valvetrain with a long-life chain that was less susceptible to failure. Special fibre-reinforced metal cylinder liners that had previously only been used on the NSX and Prelude were installed to reduce friction, along with molybdenum disulfide-coated piston skirts. Honda achieved this impressive feat because of an 11.7:1 compression ratio, roller rocker valvetrain, variable valve timing and an impressive 1.82:1 rod-to-stoke ratio that let the 2.0-litre engine hit nearly 9,000rpm. ![]() In fact, the F-series engine in the S2000 held the crown for the highest specific output of a normally aspirated engine for 10 years, only being dethroned when Ferrari launched the 458. Driven by a 237 – 247hp (depending on the market) 1,997cc inline four cylinder DOHC-VTEC engine, the S2000 was no slouch. The car was given the chassis designation “AP1” and it featured the same front-engine, rear-wheel-drive layout as the SSM concept. It was the undeniable successor to the company’s famed S500, S600, and S800 roadsters, carrying on the tradition of being named after its engine displacement. The S2000 was launched in April 1999 to celebrate the 50 th anniversary of Honda. ![]() However, there was one more sports car they wanted to release. The iconic NSX had only hit mid stride and they were having great success with their Type R Civic and Integra sports cars. Honda was on a roll at the end of the nineties. Honda continued to wheel out the SSM for a number of years, hinting at the possibility of a production version. ![]()
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