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95-511: Several revisions were made throughout the car's production life, including changes to the engine, gearbox, suspension, interior and exterior. Officially two variants exist: the initial launch model was given the chassis code AP1; though cosmetically similar, the facelifted version, known as the AP2 in North America and Japan, incorporated significant changes to the drivetrain and suspension. Production of

190-411: A hysteretic cycle) to avoid a situation in which the engine is asked to operate continuously at or around the switch-over point. The older approach to timing adjustments is to produce a camshaft with a valve timing profile that is better suited to low-RPM operation. The improvements in low-RPM performance, which is where most street-driven automobiles operate a majority of the time, occur in trade for

285-488: A normally aspirated engine , and abbreviated to N/A or NA , is an internal combustion engine in which air intake depends solely on atmospheric pressure and does not have forced induction through a turbocharger or a supercharger . In a naturally aspirated engine, air for combustion ( Diesel cycle in a diesel engine or specific types of Otto cycle in petrol engines, namely petrol direct injection ) or an air/fuel mixture (traditional Otto cycle petrol engines),

380-627: A restomod , the prototype was based on the AP1 and featured an updated exterior, suspension and audio system. Honda later made parts for the prototype available for purchase, including the Modulo X front bumper, sport suspension system and rear diffuser, alongside other S2000 parts as an effort to help owners keep their cars on the road. The 2004 model S2000 underwent several significant changes. Production moved to Suzuka . The new model introduced 17 in (43 cm) wheels and Bridgestone RE-050 tyres along with

475-527: A 150 bhp (110 kW) B16A1 variant. The United States market saw its first VTEC system with the introduction of the 1991 Acura NSX , which used a 3-litre DOHC C30A V6 with 270 bhp (200 kW). DOHC VTEC engines soon appeared in other vehicles, such as the 1992 Acura Integra GS-R (160 bhp (120 kW) B17A1 ), and later in the 1993 Honda Prelude VTEC (195 bhp (145 kW) H22A ) and Honda Del Sol VTEC (160 bhp (120 kW) B16A3 ). The Integra Type R (1995–2000) available in

570-484: A 50:50 weight distribution. The SSM was designed by Honda's own staff, should not be confused with the Argento Vivo roadster concept designed by Pininfarina, introduced same year and powered by a Honda in-line five cylinder engine as well. The SSM appeared in many automotive shows for several years afterwards, hinting at the possibility of a production version, which Honda announced in 1999. The whole development process

665-481: A 6 percent reduction in shift stroke, and correspondingly presented a 10 percent higher shift load effort. CR models were only available with yellow and black Alcantara interiors. Faux carbon fiber overlays on the center console and radio door were unique to the CR trim, as was a peak power indicator light on the instrument gauge cluster, which flashes when the engine is producing its peak power output. To reduce weight and lower

760-489: A camshaft. The shape of the lobes determines the timing, lift and duration of each valve. Timing refers to an angle measurement of when a valve is opened or closed with respect to the piston position (BTDC or ATDC). Lift refers to how much the valve is opened. Duration refers to how long the valve is kept open. Due to the behavior of the working fluid (air and fuel mixture) before and after combustion, which have physical limitations on their flow, as well as their interaction with

855-507: A common camshaft for both intake and exhaust valves. The trade-off was that Honda's SOHC engines benefited from the VTEC mechanism only on the intake valves. This is because VTEC requires a third center rocker arm and cam lobe (for each intake and exhaust side), and, in the SOHC engine, the spark plugs are situated between the two exhaust rocker arms, leaving no room for the VTEC rocker arm. Additionally,

950-442: A day at high speed. We wanted a car that delivered just the right amount of tension for the driver, with direct and linear response, sharp handling and the necessary power and torque for fast progress and safe overtaking, but nothing too excessive. The final fine-tuning was done on the track to ensure the handling was right without being that sharp that the car became unruly, whatever the weather, followed by more road testing, including

1045-632: A fair bit around the Hakone area. Ultimately, overall driving feel and sound were considered more important than outright speed." The S2000 was introduced in 1999 for the 2000 model year and was given the chassis designation of "AP1". It features a front-mid engine rear-wheel-drive layout with power delivered by a 1,997 cc (122 cu in) inline four-cylinder DOHC VTEC engine. The engine (codenamed F20C ) generates power outputs of 177–184 kW (241–250 PS; 237–247 hp), and 208–218 N⋅m (153–161 lbf⋅ft) of torque depending on

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1140-621: A leather-wrapped gearshift knob, leatherette console cover and a revised engine control unit . Honda added Suzuka Blue Metallic and Sebring Silver Metallic exterior colours to the US domestic market lineup. The AP1 was manufactured until 2003 at Honda's Takanezawa plant, alongside the NSX and Insight hybrid. Honda announced the S2000 Type V on July 7, 2000, in the Japanese domestic market. Notable changes from

1235-470: A less than complete air charge in the cylinder. The density of the air charge, and therefore the engine's maximum theoretical power output , in addition to being influenced by induction system restriction, is also affected by engine speed and atmospheric pressure, the latter of which decreases as the operating altitude increases. This is in contrast to a forced-induction engine, in which a mechanically driven supercharger or an exhaust-driven turbocharger

1330-406: A more favourable power-to-weight ratio , a higher torque curve , as well as better fuel efficiency and lower exhaust emissions . Turbocharging is nearly universal on diesel engines that are used in railroad , marine engines , and commercial stationary applications ( electrical power generation , for example). Forced induction is also used with reciprocating aircraft engines to negate some of

1425-729: A normal engine operating mode and improves the mid-range power curve. At 5500-7000 RPM, the second VTEC solenoid engages (both solenoids now engaged) so that both intake valves are using a middle, third camshaft lobe. The third lobe is tuned for high-performance and provides peak power at the top end of the RPM range. In newer version of 3-Stage i-VTEC combined VTC and PGM-FI to allow ECU to control full range of mode to archive greater fuel economy improvements and performance. Honda CR-Z able to switch between low-end mode and standard mode from 1000 rpm to 2250 rpm uninterrupted and engage to high cam mode from 2250 rpm upward on SOHC. Honda i-VTEC (intelligent-VTEC)

1520-476: A power and efficiency loss at higher-RPM ranges. Correspondingly, VTEC attempts to combine low-RPM fuel efficiency and stability with high-RPM performance. VTEC, the original Honda variable valve control system, originated from REV (Revolution-Modulated Valve Control) introduced on the CBR400 in 1983 known as HYPER VTEC. In the regular four-stroke automobile engine, the intake and exhaust valves are actuated by lobes on

1615-618: A reference to the racing pedigree of high rev line and output Honda engines. An electrically powered vinyl top with internal cloth lining and plastic rear window was standard, with an aluminum hardtop available as an optional extra (in 2001). Honda initially offered the S2000 in Berlina Black, New Formula Red, Grand Prix White, and Silverstone Metallic exterior colours in the US domestic market. On some other markets Monte Carlo Blue Pearl and Spa Yellow Pearl / Indy Yellow Pearl were also available from

1710-548: A removable hard-top and an outside temperature gauge. On-the-road prices of these trims were £27,300 and £27,850 respectively. The S2000 Ultimate Edition (continental Europe) and GT Edition 100 (UK market) were limited versions of the S2000 released to commemorate the end of production. Notable changes on both of the cars included Grand Prix White body colour, a removable hard top, graphite-colored alloy wheels with black wheel bolts, aluminium ball gear lever, black S2000 badging and red leather interior with red coloring for stitching on

1805-572: A result of a higher 11.7:1 compression ratio. Notable features include independent double wishbone suspension , electrically assisted steering and integrated roll hoops . The car had 16 in (41 cm) wheels with Bridgestone Potenza S-02 tyres equipped. The compact and lightweight engine, mounted entirely behind the front axle, allow the S2000 to achieve a 50:50 front/rear weight distribution and lower rotational inertia . The dashboard got similar design to late eighties-early nineties McLaren-Honda Formula-1 racing cars (MP4/5, MP4/6 and MP4/7), as

1900-407: A retuned suspension to reduce oversteer . The spring rates and shock absorber damping were altered and the suspension geometry was modified to improve stability by reducing toe-in changes under cornering loads. The subframe also received a revision in design to achieve high rigidity. In the gearbox the brass synchronizers were replaced with carbon fibre. In addition, cosmetic changes were made to

1995-555: A successor for the S2000 after patents and trademark filings for what would be the Honda Sports Vision Gran Turismo surfaced in 2015, following the launch of the aforementioned concept car specifically designed for the Gran Turismo series. During the 2009 announcement of the vehicle's production end, Honda reported that worldwide sales through the end of 2008 totaled 110,673 units. The final official production figure

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2090-531: A unit. The same occurs for the intake rocker shaft, except that the high-profile camshaft lobe operates the primary rocker arm. The J37A2 is able to use both intake and exhaust VTEC by use of a novel design of the intake rocker arm. Each exhaust valve on the J37A2 corresponds to one primary and one secondary exhaust rocker arm. Therefore, there are a total of twelve primary exhaust rocker arms and twelve secondary exhaust rocker arms. However, each secondary intake rocker arm

2185-408: A very mild cam lobe with little lift and a normal cam lobe with moderate lift. Because of this, at low RPM, when VTEC is not engaged, one of the two intake valves is allowed to open only a very small amount due to the mild cam lobe, forcing most of the intake charge through the other open intake valve with the normal cam lobe. This induces swirl of the intake charge which improves air/fuel atomization in

2280-566: Is 36.3% available oxygen by mass after it decomposes as compared with atmospheric air at 20.95%. Nitrous oxide also boils at −127.3 °F (−88.5 °C) at atmospheric pressures and offers significant cooling from the latent heat of vaporization, which also aids in increasing the overall air charge density significantly compared to natural aspiration. Most automobile petrol engines, as well as many small engines used for non-automotive purposes, are naturally aspirated. Most modern diesel engines powering highway vehicles are turbocharged to produce

2375-588: Is a system that combines VTEC with Honda's VTC (Variable Timing Control), a continuously variable camshaft phasing system used on the intake camshaft of DOHC VTEC engines. The technology first appeared on Honda's K-series four-cylinder engine family in 2001. Most Honda or Acura four-cylinder powered vehicles sold in the United States used i-VTEC by the 2002 model year with the exception being the 2002 Honda Accord. VTEC controls of valve lift and valve duration are still limited to distinct low- and high-RPM profiles, but

2470-498: Is able to run on 3, 4, or all 6 cylinders based on the power requirement, essentially getting the best of both worlds. V6 power when accelerating or climbing, as well as the efficiency of a smaller engine when cruising. The technology was originally introduced to the US on the 2005 Honda Odyssey minivan, and can now be found on the Honda Accord Hybrid, the 2006 Honda Pilot, and the 2008 Honda Accord. Example: EPA estimates for

2565-496: Is controlled by the ECU , which takes account of engine oil pressure, engine temperature, vehicle speed, engine speed, and throttle position. Using these inputs, the ECU is programmed to switch from the low-lift to the high-lift cam lobes when certain conditions are met. At the switch point, a solenoid is actuated that allows oil pressure from a spool valve to operate a locking pin, which binds

2660-415: Is drawn into the engine's cylinders by atmospheric pressure acting against a partial vacuum that occurs as the piston travels downwards toward bottom dead centre during the intake stroke . Owing to innate restriction in the engine's inlet tract, which includes the intake manifold , a small pressure drop occurs as air is drawn in, resulting in a volumetric efficiency of less than 100 percent—and

2755-408: Is employed to facilitate increasing the mass of intake air beyond what could be produced by atmospheric pressure alone. Nitrous oxide can also be used to artificially increase the mass of oxygen present in the intake air. This is accomplished by injecting liquid nitrous oxide into the intake, which supplies significantly more oxygen in a given volume than is possible with atmospheric air. Nitrous oxide

2850-596: Is for performance engines like the K20A2 or K20Z3 used in the 2002-2006 RSX Type S or the 2006-2011 Civic Si and the second type is for economy engines like the K20A3 or K24A4 used in the 2002-2005 Civic Si or 2003-2007 Accord . The performance i-VTEC system is basically the same as the DOHC VTEC system of the B16A's . Both intake and exhaust cams have three cam lobes per cylinder. However,

2945-415: Is shaped similar to a "Y" which allows it to contact two intake valves at once. One primary intake rocker arm corresponds to each secondary intake rocker arm. As a result of this design, there are only six primary intake rocker arms and six secondary intake rocker arms. The earliest VTEC-E implementation is a variation of SOHC VTEC which is used to increase combustion efficiency at low RPM while maintaining

Honda S2000 - Misplaced Pages Continue

3040-554: Is shared with the CR. While the CR is designed to be a pure track car, the Type S is designed for improved handling and retains some creature comforts. Only 1,755 units of the Type S were made and sold exclusively in Japan. (2007:168 units, 2008:827 units, 2009:737 units, 2010 [Jan-Jun]:23 units) In the United Kingdom, from 2002, the S2000 was offered in both roadster and GT trim. The GT featured

3135-478: The J-series ) that includes Honda's cylinder deactivation technology which closes the valves on one bank of (3) cylinders during light load and low speed (below 80 km/h (50 mph)) operation. According to Honda, VCM technology works on the principle that a vehicle only requires a fraction of its power output at cruising speeds. The system electronically deactivates cylinders to reduce fuel consumption. The engine

3230-562: The JDM community and the car community as a whole, the most sought-after models are special edition productions such as the CR (Club Racer) in the USA market; the standard AP1 and AP2 models have achieved collectible status as well. Introduced at the 1995 Tokyo Motor Show , the Honda Sport Study Model concept car was the design study for the production version of the S2000. The inspirations for

3325-708: The Super Taikyu Series , the car has won numerous championships in the ST-4 class and scored class victories at the Tokachi 24 Hours race. It has also won its class at the Nürburgring 24 Hours , and won at the SCCA National Championship Runoffs . The S2000 is popular in autocross and track day events. In time attack competition, an S2000 modified by Top Fuel set the lap record for rear-wheel drive cars at

3420-567: The Toyota Supra and Nissan 300ZX , which used turbocharger applications, and the Toyota MR2 , which used a supercharger for some model years. Another approach is the rotary engine used in the Mazda RX-7 and RX-8 . A third option is to change the cam timing profile, of which Honda VTEC was the first successful commercial design for altering the profile in real time. The VTEC system provides

3515-530: The Tsukuba Circuit in 2008, which it held for three years. With further modifications, the car produced tuning car lap records at Fuji Speedway , Suzuka Circuit , Okayama International Circuit and Autopolis in 2014 and 2015, while its laptime of 51.762 seconds at Tsukuba set in 2016 ranks among the fastest ever recorded for time attack cars. In drifting , the S2000 scored several podiums in Formula D during

3610-574: The center of gravity , the spare tire was omitted and air conditioning and stereo were offered only as options. Net weight savings without the additional hardtop came to 41 kg (90 lb) relative to the standard model. The engine in the S2000 CR was unchanged from the standard trim. Shigeru Uehara , the designer of the S2000, stated that the CR was positioned between the Type S and a hypothetical Type R. However, Honda never made an official Type R S2000 variant. Production volume of fewer than 2,000 units

3705-419: The poppet valves . The camshaft is surrounded by a partially open drum which has secondary rocker arms attached to it via a pivoting point. These secondary rocker arms, which have a varying depth profile (similar to cams), are directly actuated by the camshaft, in a scissor-like manner. The primary rocker arms are actuated by the secondary (drum attached) rocker arms. The drum will only rotate to advance or retard

3800-616: The 2011 (271 hp SOHC 3.5L) V6 Accord are 24 mpg combined vs. 27 in the two 4-cylinder-equipped models. i-VTEC VCM was also used in the 1.3-liter LDA engine used in the 2001-2005 Honda Civic Hybrid . A version of i-VTEC with direct injection , first used in 2004 Honda Stream . Direct injection 2.0L DOHC i-VTEC I gasoline engine. The AVTEC ( Advanced VTEC ) engine was first announced in 2006. It combines continuously variable valve lift and timing control with continuously variable phase control. Honda originally planned to produce vehicles with AVTEC engines within next 3 years. Although it

3895-465: The CR included a lower ratio steering rack, revised exhaust system, black lug nuts, darker colored wheels, clear side markers, stiffer suspension and new Bridgestone Potenza RE070 tyres that were 10mm wider at the rear ( 255/40R-17 vice the base model's 245/40R-17). A revised body kit, composed of a redesigned front lip, and a large spoiler , were wind-tunnel tested and claimed to reduce the overall coefficient of lift by 70–80%. The power folding soft top

Honda S2000 - Misplaced Pages Continue

3990-563: The Honda S2000 received a 4-star Euro NCAP rating. NHTSA crash test ratings (2006): The S2000 has received much praise from critics and motoring journalists and has received favourable reviews from such publications as Car and Driver . Highlighted are the high output of the engine, the high redline, the balanced handling, and the smooth gearbox. User surveys have named the S2000 as a favorite for overall customer satisfaction. The Honda S2000 has been used in various forms of motorsport. In

4085-487: The Japanese market produces 197 bhp (147 kW; 200 PS) using a B18C 1.8-litre engine, producing more horsepower per litre than most super-cars at the time. Honda has also continued to develop other varieties and today offers several varieties of VTEC, such as i-VTEC and i-VTEC Hybrid. Honda also applied the system to SOHC (single overhead camshaft) engines such as the D-Series and J-Series Engines, which share

4180-485: The Japanese market-only Honda CB400SF Super Four HYPER VTEC, introduced in 1999, the first worldwide implementation of VTEC technology in a motorcycle occurred with the introduction of Honda's VFR800 sportbike in 2002. Similar to the SOHC VTEC-E style, one intake valve remains closed until a threshold of 6800 (6600 after 2006) RPM is reached, then the second valve is opened by an oil-pressure actuated pin. The dwell of

4275-428: The S2000 ceased on August 19, 2009. The Honda S2000 was notable for its exceptional specific power output of about 92 kW (124 hp) per litre, or about two horsepower per cubic inch, the highest of any mass production, naturally aspirated engined car, until 2010. The S2000 has since become a legitimate modern classic car, having seen a significant appreciation in price for valued examples in good condition. In

4370-443: The VTEC switching piston, while the secondary rocker arm contains the return spring. The term "primary" does not refer to which rocker arm forces the valve down during low-RPM engine operation. Rather, it refers to the rocker arm which contains the VTEC switching piston and receives oil from the rocker shaft. The primary exhaust rocker arm contacts a low-profile camshaft lobe during low-RPM engine operation. Once VTEC engagement occurs,

4465-655: The VTEC-E is used in the F23A, F22B and JDM F20B SOHC VTEC engines. 3-Stage VTEC is a version that employs three different cam profiles to control intake valve timing and lift. Due to this version of VTEC being designed around a SOHC valve head, space was limited; so VTEC can modify only the opening and closing of the intake valves. The low-end fuel economy improvements of VTEC-E and the performance of conventional VTEC are combined in this application. From idle to 2500-3000 RPM, depending on load conditions, one intake valve fully opens while

4560-472: The base model). Honda outfitted Type V cars with revised damper units, stabilizers and limited-slip differentials to "complement the VGS". Equipped cars came with a special steering wheel and a VGS badge on the rear. The Type V was retired upon the introduction of the Type S in 2007. To mark the 20th anniversary of the S2000, Honda unveiled the S2000 20th Anniversary Prototype at the 2019 Tokyo Auto Salon . Essentially

4655-486: The beginning. The 2001 model was largely unchanged; Honda added a digital clock to the radio display and made the rear wind blocker standard. Honda also added Spa Yellow exterior colour to the US domestic market lineup. For the 2002 model year, suspension settings were revised and the plastic rear window was replaced by a glass unit incorporating an electric defroster. Other updates included slightly revised tail lamps with chrome rings, an upgraded radio with separate tweeters,

4750-559: The center lobe on the camshaft cannot be utilized by both the intake and the exhaust, limiting the VTEC feature to one side. However, beginning with the J37A2 3.7L SOHC V6 engine introduced on all 2009-2012 Acura RL SH-AWD models, SOHC VTEC was incorporated for use with intake and exhaust valves, using a total of six cam lobes and six rocker arms per cylinder. The intake and exhaust rocker shafts contain primary and secondary intake and exhaust rocker arms, respectively. The primary rocker arm contains

4845-559: The concept car were the first prototype Honda Formula One racing car, the Honda RA270 from 1963 and the Caterham Seven . The SSM was a front-mid engine rear-wheel-drive roadster powered by a 2.0 L (122 cu in) inline five-cylinder engine . It featured a rigid 'high X-bone frame' which Honda claimed improved the vehicle's rigidity and collision safety. The concept car was constructed with aluminum body panels and featured

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4940-407: The cylinder and allows for a leaner fuel mixture to be used. As the engine's speed and load increase, both valves are needed to supply a sufficient mixture. When engaging VTEC mode, a pre-defined threshold for MPH (must be moving), RPM and load must be met before the computer actuates a solenoid which directs pressurized oil into a sliding pin, just like with the original VTEC. This sliding pin connects

5035-403: The engine with valve timing optimized for both low- and high-RPM operations. In basic form, the single cam lobe and follower/rocker arm of a conventional engine is replaced with a locking multi-part rocker arm and two cam profiles: one optimized for low-RPM stability and fuel efficiency , and the other designed to maximize high-RPM power output. The switching operation between the two cam lobes

5130-412: The exhaust cam. At low RPM only one valve on the intake opens fully, promoting combustion chamber swirl and improved fuel atomization. This allows a leaner air/fuel mixture to be used, improving fuel economy. At higher RPM, both intake valves run off the larger intake cam lobe, improving total air flow and top-end power. The two types of engines are easily distinguishable by the factory rated power output:

5225-563: The exhaust profile instead of the intake, marking the end of the 'traditional sound' of VTEC in this engine. VTEC implementation on the exhaust rocker arms causes the turbo to be spooled quicker, eliminating turbo lag. VTEC Turbo engines come in three displacement capacities: a 1.0 liter 3-cylinder, a 1.5 liter 4-cylinder , and a 2.0 liter 4-cylinder . Initial implementation for European vehicles included 2-litre 4-cylinder turbocharged engine used from 2015 Honda Civic Type R until present, which included Euro 6 emissions compliance. Apart from

5320-466: The exterior with new front and rear bumpers, revised headlight assemblies, new LED tail-lights, and oval-tipped exhaust pipes. Although all the cosmetic, suspension and most drivetrain upgrades were included on the Japanese, Australian and European models, they retained the 2.0-litre F20C engines and remained designated as AP1 (facelift) models. For the North American market, the updates also included

5415-685: The gear lever gaiter. The Ultimate Edition was unveiled at the 2009 Geneva Motor Show and went on sale in March 2009. The GT Edition 100 was a limited run of 100 units made specifically for the UK market. In addition to the Ultimate Edition's specification, it features a numbered plaque on the kick-plate indicating which vehicle in the series it is (numbers ranging from 1 to 101. Number 49 was omitted). 1,260 kg (2,778 lb) (JP type V) 1,295 kg (2,855 lb) (with Air Conditioning) Notes: In 2002,

5510-490: The headrests. The 2008 model year marked the first time the S2000 was offered in more than one trim level in the United States. In addition to the base model, Honda offered a more track-oriented version of the S2000, distinguished by reduced weight, fewer amenities, and an increase in performance. The S2000 Club Racer made its world debut at the New York International Auto Show on 4 April 2007. Changes for

5605-408: The high-RPM rocker arm to the low-RPM ones. From this point on, the valves open and close according to the high-lift profile, which opens the valve further and for a longer time. The switch-over point is variable, between a minimum and maximum point, and is determined by engine load. The switch-down back from high- to low-RPM cams is set to occur at a lower engine speed than the switch-up (representing

5700-554: The ignition spark, the optimal valve timing, lift and duration settings under low RPM engine operations are very different from those under high RPM. Optimal low RPM valve timing lift and duration settings would result in insufficient filling of the cylinder with fuel and air at high RPM, thus greatly limiting engine power output. Conversely, optimal high RPM valve timing lift and duration settings would result in very rough low RPM operation and difficult idling. The ideal engine would have fully variable valve timing, lift and duration, in which

5795-496: The intake camshaft is now capable of advancing between 25 and 50 degrees, depending upon engine configuration. Phasing is implemented by a computer-controlled, oil-driven adjustable cam sprocket. Both engine load and RPM affect VTEC. The intake phase varies from fully retarded at idle to somewhat advanced at full throttle and low RPM. The effect is further optimization of torque output, especially at low and midrange RPM. There are two types of i-VTEC K series engines which are explained in

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5890-437: The intake rocker arm followers together so that, now, both intake valves are following the "normal" camshaft lobe instead of just one of them. When in VTEC, since the "normal" cam lobe has the same timing and lift as the intake cam lobes of the SOHC non-VTEC engines, both engines have identical performance in the upper powerband assuming everything else is the same. This variant of the VTEC-E is used in some D-series engines. With

5985-477: The introduction of a larger version of the F20C (with a designation of F22C1 ); this larger engine gave the new model a chassis designation of AP2. The engine's stroke was lengthened, increasing its displacement to 2,157 cc (2.2 L; 131.6 cu in). At the same time, the redline and fuel cutoff were reduced from 8,800 rpm and 9,000 rpm to 8,000 rpm and 8,200 rpm respectively, mandated by

6080-417: The later VTEC-E implementations, the only difference it has with the earlier VTEC-E is that the second normal cam profile has been replaced with a more aggressive cam profile which is identical to the original VTEC high-speed cam profile. This in essence supersedes VTEC and the earlier VTEC-E implementations since the fuel and low RPM torque benefits of the earlier VTEC-E are combined with the high performance of

6175-448: The longer travel of the pistons. Peak torque increased by 6% to 220 N⋅m (162 lbf⋅ft) at 6,800 rpm while power output remained unchanged at 177 kW (237 hp) achieved at a lower 7,800 rpm. In conjunction with the introduction of the F22C1, Honda also changed the transmission gear ratios by shortening the first five gears and lengthening the sixth. In 2006, the F22C1

6270-408: The mid range performance of non-vtec engines. VTEC-E is the first version of VTEC to employ the use of roller rocker arms and because of that, it forgoes the need for having 3 intake lobes for actuating the two valves—two lobes for non-VTEC operation (one small and one medium-sized lobe) and one lobe for VTEC operation (the biggest lobe). Instead, there are two different intake cam profiles per cylinder:

6365-460: The mid-2000s, including a win at an invitational event at Irwindale , which featured the top 16 drivers from the series' 2004 season. Tetsuya Hibino competed with a 2JZ -powered S2000 in the D1 Grand Prix series between 2017 and 2018, taking a solo run win at the 2017 Tsukuba round. After several years of steady production, sales of the roadster began falling dramatically starting in 2006, and

6460-406: The next section. Honda's J-Series SOHC engines use an entirely different system also, confusingly, marketed as i-VTEC. Honda J-Series Engines using i-VTEC combine SOHC VTEC operation with Honda VCM (Variable Cylinder Management) variable displacement technology to improve fuel economy under light loads. The K-Series engines have two different types of i-VTEC system implementations. The first type

6555-409: The oil pressure flowing from the exhaust rocker shaft into the primary exhaust rocker arm forces the VTEC switching piston into the secondary exhaust rocker arm, thereby locking both exhaust rocker arms together. The high-profile camshaft lobe which normally contacts the secondary exhaust rocker arm alone during low-RPM engine operation is able to move both exhaust rocker arms together which are locked as

6650-432: The original VTEC. There are 3 intake cam lobes: 2 for the low-RPM mode (1 for almost closed valve, 1 for normally opened) and 1 for the powerful mode when the VTEC solenoid is activated. The lowest RPM for activating the VTEC is 2500, or it may be higher if the load is weak - ECM dependant. With the VTEC solenoid is on the 3-rd biggest lobe begins to push all the intake valves with the more aggressively profile. This variant of

6745-464: The other opens just slightly, enough to prevent pooling of fuel behind the valve, also called 12-valve mode. This 12 Valve mode results in swirl of the intake charge which increases combustion efficiency, resulting in improved low end torque and better fuel economy. At 3000-5400 RPM, depending on load, one of the VTEC solenoids engages, which causes the second valve to lock onto the first valve's camshaft lobe. Also called 16-valve mode, this method resembles

6840-461: The performance engines make around 200 hp (150 kW) or more in stock form, while the economy engines do not make much more than 160 hp (120 kW). The i-VTEC system in the R-Series engine uses a modified SOHC VTEC system consisting of one small and two large lobes. The large lobes operate the intake valves directly while the small lobe is engaged during VTEC. Unlike typical VTEC systems,

6935-552: The position of the secondary rocker arms, to take advantage of their varying profiles. Thus, through varying the position of the drum about its axis, each cam profile is changed to an optimal height for maximum engine performance without sacrificing fuel efficiency at lower speeds. The VTEC TURBO engine series were introduced in 2013 as part of the Earth Dreams Technology range and include new features such as gasoline direct injection, turbochargers, Dual Cam VTC and VTEC on

7030-406: The power loss that occurs as the aircraft climbs to higher altitudes. The advantages and disadvantages of a naturally aspirated engine in relation to a same-sized engine relying on forced induction include: VTEC VTEC (described as Variable Valve Timing & Lift Electronic Control , but stands for Valve Timing Electronically Controlled ) is a system developed by Honda to improve

7125-450: The same. We wanted a vehicle that was more focused - more Honda." The development team focused on keeping the compact size and low weight of the concept car according to Uehara: "The reaction garnered by the SSM meant we had to keep the S2000 as close as possible to the concept car. Using a Civic CRX Del Sol-based mule, it was obvious the packaging was going to be tight, but the early prototype

7220-413: The second rocker arm has a movable pivot point, thereby providing the varying cam lift. Advanced VTEC motors still use the now standard oil pressure controlled variable cam gear angle mechanism. With these two technologies combined Honda has developed an infinitely variable valve timing and lift system ("VVTL"). Previous versions of VTEC included only staged VVTL i.e. High-Low. With the introduction of i-VTEC

7315-432: The standard model include variable gear ratio steering (VGS), a steering system that continuously changes steering ratio based upon vehicle speed and steering angle to provide improved handling as well as more comfortable maneuvering in tight low-speed situations such as parking. It was the first system of its kind to be incorporated into a production car. The lock-to-lock steering ratio was reduced to 1.4 turns (versus 2.4 for

7410-527: The system in the R-Series engine operates in a 'reverse' fashion engaging only at low to mid RPMs. At low RPMs, the small lobe locks onto one of the larger lobes and keeps one of the intake valves partially open during the compression cycle, similar to the Atkinson cycle . The ability for Honda to switch between Atkinson cycle and normal cycle allows excellent fuel efficiency without sacrificing too much performance. In 2003, Honda introduced an i-VTEC V6 (an update of

7505-482: The systems gained infinitely variable valve timing but still only staged lift i.e. High-Low. The "infinitely variable" portion of the A-VTEC is what makes it stand out as a serious evolutionary step in the world of VTEC. A related U.S. patent (6,968,819) was filed on January 5, 2005. Advanced VTEC has a standard camshaft and rocker arms, attached as they normally are with camshaft overhead, and rocker arms pushing down on

7600-450: The target market. The engine is mated to a six-speed manual transmission and Torsen limited-slip differential . The S2000 achieved what Honda claimed as the highest specific output of a normally aspirated production automobile engine in the world. The most powerful version; the JDM F20C was rated at 184 kW (250 PS; 247 hp) or 92 kW (125 PS; 123 hp) per litre as

7695-513: The trend accelerated during the 2008 automotive industry crisis . In 2008, only 2,538 units were sold in the U.S. - a 74% decline from the 2002 sales peak. In November of that year, for the first time since its launch, only 90 new S2000s were sold nationwide during a calendar month. Production of the S2000 ceased in June 2009 and plans for a successor were scrapped in the aftermath of the automotive industry crisis; Honda reaffirmed their stance on plans for

7790-489: The two model years was 699 units. The Japanese domestic market received the Type S edition for the last two years of production (2008–2009). Changes are similar to the U.S. market's CR edition, sharing the weight loss, a purpose built bodykit providing much higher downforce, bespoke wheels and interior. Although it shares the wheels with the CR edition, the Type S retains the rear tyre size of 245/40R-17 for better handling. A specific Type S suspension setup with improved geometry

7885-424: The valve timings and do not change the camshaft profile or valve lift in any way. Japan levies a tax based on engine displacement , and Japanese auto manufacturers have correspondingly focused their research and development efforts toward improving the performance of their smaller engine designs. One method for increasing performance into a static displacement includes forced induction , as with models such as

7980-604: The valves remains unchanged, as in the automobile VTEC-E, and little extra power is produced, but with a smoothing-out of the torque curve. Critics maintain that VTEC adds little to the VFR experience, while increasing the engine's complexity. Honda seemed to agree, as their VFR1200, a model announced in October 2009, came to replace the VFR800, which abandons the VTEC concept in favor of a large capacity narrow-vee "unicam", i.e., SOHC, engine. However,

8075-471: The valves would always open at exactly the right point, lift high enough and stay open just the right amount of time for the engine speed and load in use. VTEC was introduced as a DOHC (dual overhead camshaft) system in Japan in the 1989 Honda Integra XSi, which used the 160 bhp (120 kW) B16A engine. The same year, Europe saw the arrival of VTEC in the Honda Civic and Honda CRX 1.6i-VT, using

8170-511: The valvetrain has the added benefit of roller rockers and VTC continuously variable intake cam timing. Performance i-VTEC is a combination of conventional DOHC VTEC with VTC (which operates for intake valves only). The VTC is available in the economy and performance i-VTEC engines. The economy i-VTEC used in K20A3/K24A4 engines is more like the SOHC VTEC-E in that the intake cam has only two lobes, one very small and one larger, as well as no VTEC on

8265-421: The volumetric efficiency of a four-stroke internal combustion engine , resulting in higher performance at high RPM, and lower fuel consumption at low RPM. The VTEC system uses two (or occasionally three ) camshaft profiles and hydraulically selects between profiles. It was invented by Honda engineer Ikuo Kajitani. It is distinctly different from standard VVT ( variable valve timing ) systems which change only

8360-733: Was 113,889 by the end of 2009. Different sources indicate different sales numbers for Europe, presumably because Honda indicates final numbers including States entered the EU during the production run, but it should be around 19,800-20,700. On the UK market more than 70% of the originally registered cars are still remain, means currently nearly 6,300 cars registered out of 8,500 sold. *Note: No new cars were produced in 2010 and 2011; sales represent clearance of residual inventory. Figures are not directly comparable as they are obtained through different methodologies in different markets. Naturally aspirated engine A naturally aspirated engine , also known as

8455-424: Was also introduced to the Japanese market, with a power output of 178 kW (242 PS; 239 hp) and 221 N⋅m (163 lbf⋅ft). The F20C continued in all other markets. The 2006 model introduced a drive by wire throttle, an electronic stability control system, new wheels, and one new exterior color, Laguna Blue Pearl. Interior changes included revised seats and additional stereo speakers integrated into

8550-528: Was carried out by Honda designers and engineers. The development team was sticking curiously to the classic Honda values, instead of marketing requirements, as former Chief Engineer Shigeru Uehara revealed in an interview: "You will be surprised to know that we had very little input from the marketing people. This was a deliberate move, as we wanted to create something to please us as an engineering team, rather than try and please everyone. If you listen to everyone, included everything they ask for, all cars end up

8645-504: Was designed to enhance the handling, the setup is stiffer but more compromising than the CR setup to suit it better to everyday spirited driving and the Japanese touge experience. The Type S retains its soft top folding mechanism. The interior is a Type S specific yellow and black Alcantara material scheme (similar to the CR). Leather interior from the standard S2000 was available as a no cost option. The aluminum shift knob with reduced shift stroke

8740-444: Was expected at launch, and 668 were made for the 2008 model year, representing just over a quarter of the total U.S. production. Honda continued to offer both the standard and CR versions unchanged for the 2009 model year, but with flagging sales caused by the 2008 automotive industry crisis , the S2000 was cancelled mid-model-year. Just 355 U.S. S2000s were manufactured for 2009, of which 31 were CR models. Thus, total CR production over

8835-464: Was removed and replaced with a Berlina Black hard top (regardless of the car's body paint colour), while the space into which the soft top would normally fold when lowered was filled with additional chassis bracing and topped off with a body-color tonneau cover. Honda also used a CR-unique yellow-lettered spherical aluminum shift knob which rests 12.6 mm lower than the base model's cylindrical shift knob (aluminum/leather wrapped). The CR knob provided

8930-476: Was speculated that it would first be used in 2008 Honda Accord, the vehicle instead utilizes the existing i-VTEC system. As of late 2017, no Honda vehicles use the AVTEC system. Honda's advanced VTEC technology departs greatly from its previous incarnations by no longer relying on switching between two sets of lobes on a given camshaft . It instead uses a single cam lobe per valve, and two rocker arms per valve whereby

9025-503: Was tried against rival models at Suzuka, and it looked so right, we felt obliged to continue down the same development path." The car was tested primarily on race tracks and mountain roads of Japan and Europe, reflecting well the purpose of the roadster: "As the project evolved, to make sure we were on the right track, we did a lot of real world testing - first in Hokkaido, and then all over Europe, taking in an average of 450 miles (720 km)

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