![2003 honda s2000 clutch fluid spec 2003 honda s2000 clutch fluid spec](https://drivingpurity.com/wp-content/uploads/2019/07/S2000OP.jpg)
Of course, the fundamental layout of the S2000 is not flawed. The two don’t have the same attitude the engine is all fizz and aggression, where the chassis seems as though it wants an easy life. It’s not really the sort of car the exceedingly sharp engine leads you to believe it might be, or what it should be. Now, that’s not to say the S2000 is a bad car to drive, it’s just not the Type R-style roadster you initially expect. It feels as though it rolls along an axis that’s unnervingly high up, and it rolls just a little more than you feel comfortable with. The S2000’s steering isn’t as natural as you might hope, and the suspension, especially at the rear of the car, doesn’t fill you with confidence. Once you’ve settled down after the excitement of the S2000’s glorious engine – and no matter what size it comes in, that may never happen as it really is a wonderful motor – one or two of the car’s deficiencies start to become apparent. Even the Japanese market cars adopted the F22C1 from 2006 onwards. But, in all honesty, unless you’re addicted to the buzz that only 9,000rpm can give you and you want to dine-out on the cache of an engine that once held a coveted title, the higher capacity engine is just as good to drive.
![2003 honda s2000 clutch fluid spec 2003 honda s2000 clutch fluid spec](https://i.ytimg.com/vi/DTQWIxKbyWU/maxresdefault.jpg)
Sadly, the 9,000rpm rev limit of the smaller engine didn’t make it to the 2.2-litre its revs were capped at 8,200rpm. Power from the bigger motor is still the same (240hp), but the extra capacity (160cc) from a longer stroke helps increase torque to 162lb-ft. American cars, however, did receive a significant change the F20C engine was replaced by a 2.2-litre version, called the F22C1.
![2003 honda s2000 clutch fluid spec 2003 honda s2000 clutch fluid spec](https://www.evasivemotorsports.com/mm5/graphics/00000001/DCL-S1-100.jpg)
While most of the 2004 updates were meaningful (geometry alterations and cosmetic touch-ups) they weren’t momentous. Honda introduced a clutch delay valve to later cars to soften the blow to the drivetrain.
#2003 honda s2000 clutch fluid spec drivers
The biggest killer of the S2000’s engine is cars driven hard without a sufficient amount of oil in the sump corner hard with just a piddling amount of lubricant in the engine and it all sloshes to one side and the pump just sucks up air.Įarly cars that were driven without much sympathy for the drivetrain, where drivers side-stepped and kicked the clutch, saw crank bearing issues. As a result, the level does need to be checked regularly, especially as there is no warning for when the oil starts to drop, only when it’s really too low and too late. Then, with its searingly high rev limit – remember power equals torque multiplied by revs – the S2000’s F20C just stole the award back with 124hp per litre.ĭespite being so highly-strung, the S2000’s F20C engine is generally reliable and durable, but they do also tend to go through oil. The hot hatch was then beaten by Nissan with its 123.4hp-per-litre SR16VE NEO VVL engine in the Pulsar VZR N1. It was a title Honda has previously held with the 114.1hp-per-litre B16B motor in the EK9 Civic Type R. When it was launched, that made it the naturally aspirated engine with the highest specific output ever to go into mainstream production. That means, from just 1,997cc, the F20C conjures up 247hp. Thanks to an 11.7:1 compression ratio (compared to the 11:1 of that of export cars), the JDM-spec S2000 has an extra 10hp over export models. Instead, everything including the headlights is pushed close to the ground. But the concept’s details are totally different the top half is entirely without embellishment. The shape and proportions of the concept are thoroughly S2000 it has the same silhouette and wide front wheel arches that, implausibly, reach higher than the bonnet line. Four years before the S2000 was released, a concept was unveiled at the 1995 Tokyo Motor Show called the SSM, which stood for Sport Study Model. There’s the Lexus LFA, Ferrari LaFerrari, Porsche 911 GT3 (991), as well as a diminutive little Honda, the S600.Īmazingly though, considering how integral we think the F20C is to the S2000, it wasn’t part of Honda’s initial plan. Its four-cylinder 16-valve VTEC-equipped engine, called the F20C, revs all the way to 9,000rpm, granting the humble roadster entry into an exclusive group, mostly comprised of supercars. In fact, it’s more like 9,000 reasons why you want an S2000. The first and most significant reason is its engine.