S2000 vs GP Abarth
- Iniciador de tópicos DonJuan
- Data de início
rogerAjacto
Well-known member
Neste momento os VTEC estão todos segundo o que o mercado procura.
E os que fazem 8.000-9.000rpm são carros de "pista".
O mercado quer carros de baixa cilindrada e turbos? Só o mercado que não percebe nada de carros.
O 1.8 i-VTEC 140cv têm as mesmas prestações e melhores consumos que o 1.4 TSI 140cv. Está desajustado? E em termos de fiabilidade nem vale a pena comparar. Nem manutenções.
Desajustado está o 1.4 TSI 140cv. Anda o mesmo e gasta mais do que um 1.8 atmosférico.
Dá ai exemplos dos Alfas.
Última edição:
Sotor
New member
roger...estás a ser cegamente parcial...
Baixa cilindrada turbo é claramente o futuro, menores emissoes, optima resposta em baixas, médias e altas (muito cómudo e agradavel de conduzir).
O 1.4 tsi 160cv's anda mais, polui menos, gasta menos (seguindo a norma que se usa para esta mediçao).
Baixa cilindrada turbo é o que o mercado quer.
RuiSoad
Banido
Epahh o Roger estás a meter os pés pelas mãos pah...
revmachine
Banido
até o 2.0 de 201cv's é melhor e mais ajustado com a sua caixa curta... o 1.8 tem uma caixa demasiado longa. Os melhores consumos é capaz, agora melhores prestações...então se for em reprises ou subidas...
o mercado quer é downsizing...basta ver o exemplo do novo Astra, que trocou o 1.8 de 140cv's atmosférico, por um 1.4 140cv's turbinado, aumentando assim 15% o binário.
P0rnStar
Banido
Concordo
pmv6
Active member
Eu diria mesmo mais: asapdsiposfkpclçvbkfdp ihpfdkçfdkpok po khodihjioumjn veihtoe rbiyoprvmeiwoui jeerijojilelggejgoegoeigowjpowre
Cobra
New member
Até que enfim alguém que percebe disto!!!!!
Sotor
New member
Quando um gajo não sabe, até os tomates atrapalham [][
]
Off-topic
Se foi para ter piada...acho que nao teve. Não querendo estar a defender ninguem, o roger é um user muitissimo informado e uma mais valia para o forum do qual és "piloto de ralye".
Podes não ter a opiniao dele...mas talvez um pouco mais de bom senso na escolha da expressao nao tivesse ficado mal.
RuiSoad
Banido
Podias ao menos ter contribuido de forma util para o tópico em vez de estares a alimentar, seja o que for...
rca33
New member
Não querendo alimentar polémicas dessas, o facto é que quando esse user participa em determinados tópicos, eu antecipo logo a resposta, que se vem sempre a confirmar.
Em linhas gerais: Japoneses = O melhor. Alemães = Mau
Dizer que bom é um 1.8 atmosférico, e que um 1.4 turbo é mau contraria toda a tendência dos construtores em geral, o que revela alguma falta de bom-senso.
rogerAjacto
Well-known member
Basicamente o 1.8 140cv é melhor que o 1.4 TSI 140cv. Anda o mesmo, têm melhores consumos e é menos poluidor.
Os downsizing começa a compensar nos 1.4 150cv, ou seja, carros com mais de 100cv/l.
Não me exprimi bem na parte do mercado. Estava a fazer uma comparação com o que a Honda produz neste momento. E neste caso o 1.4 TSI 140cv não trás mais valia nenhuma.
Golf V 1.4 TSI 140cv
205km/h, 8,8s, 5,7/7,0/9,2
Civic 1,8 140cv
205km/h, 8,9s, 5,5/6,6/8,4
Outro exemplo é o Jazz 1.4 100cv e o Clio 1.2 100cv. O Jazz têm prestações ligeiramente inferiores, mas compensa nos consumos. Qual é que está desajustado?
Última edição:
RuiSoad
Banido
Assim talvez faça mais lógica.
O que é certo é estes motores Turbo têm um maior potencial de aproveitamento, veja-se as varias motorizações do 1.4 TSi, 122cv, 140cv, 160cv e 170cv...assim como já há noutras marcas cavalagens diferentes no mesmo motor.
Eu continuo a dizer que comparando este motores ao detalhe a tendência de este é melhor que aquele cairá muito para o tipo de utilização que se for da a cada um.
Se no dia-a-dia no meio da cidade quero disponibilidade a baixas rpm sem recorrer á caixa, então a resposta é Turbo...numa perspectiva mais calma e estradista o 1.8 da Honda dá melhores resultados.
Contudo temos de analisar tudo, e é certo que os 400cc de diferença pagam-se em impostos...
rogerAjacto
Well-known member
Há muitos países onde os 400cc não existem em impostos e por cá é uma componente menos devido a introdução da poluição.
Eu prefiro o 1.8. Evito turbo e compressor e muitas chatices. E não acredito que tenha que meter mais mudanças que o 1.4 TSI.
O que o 1.4 TSI permite é um aumento de prestações desde o 122cv ao 170cv sem variar os consumos. Ai é que está a vantagem. Tal como acontece nos diesel. Aumento de potências e consumos iguais nos andamento "normais".
Eu prefiro o 1.8. Evito turbo e compressor e muitas chatices. E não acredito que tenha que meter mais mudanças que o 1.4 TSI.
O que o 1.4 TSI permite é um aumento de prestações desde o 122cv ao 170cv sem variar os consumos. Ai é que está a vantagem. Tal como acontece nos diesel. Aumento de potências e consumos iguais nos andamento "normais".
Cobra
New member
Concordo contigo relativamente ás dúvidas em termos de fiabilidade, destes turbo de nova geração, não sabemos o que duram.
Agora em relação ao binário superior, que normalmente é atingido a regimes antes mesmo da maioria dos diesel, não fiques com dúvidas vais usar muito menos a caixa, e a baixos/médios regimes tem uma resposta mais cheia... Não tenho números relativamente a reprises, mas algo me diz, que o TSI deve ser melhor neste tipo de exercício...
FilipeDiass
New member
Uma pequena review ao S da carpages:
"
The Honda S2000 was released in 1999 to celebrate the company’s 50th anniversary and has evolved from four decades of motorsport expertise. The S2000 is built at the same plant as the Honda NSX in Tochigi - Japan and is subject to the same meticulous build process. Virtually every component is unique to the S2000 and designed for outstanding performance.
The 2004 model received significant upgrades including numerous chassis changes and the steering, throttle, clutch, gearshift and brake systems have been overhauled for an even more enjoyable driving experience.
With competition in the form of the Audi TT, BMW Z4, Mercedes-Benz SLK and the Porsche Boxster we tested the S2000 to find out if Honda's front engined, rear wheel drive, high performance roadster can out perform Germany's finest.
The S2000 is powered by Honda's 2.0 DOHC VTEC engine which produces 240 PS @ 8,300 rpm enabling it to accelerate from 0-62 mph in 6.2 seconds and continue to a top speed of 150 mph.
This 'race-bred' normally-aspirated, four cylinder engine races to 9000 rpm before hitting the rev-limiter - without resorting to turbocharging and it conforms to some of the toughest emissions legislation in the world.
From the moment you press the red starter button you know you are going to experience something special. Up to 5000 rpm the car feels docile but once over 5500 to 6000 rpm all hell breaks loose.
As the engine speed builds the note changes progressively becoming more urgent and more like a motorbike accelerating and it is certainly addictive echoing Honda’s decades of involvement with high-revving Formula 1 and CART ChampCar race engines. The transmission tunnel is located directly under your left arm and after a particularly vigorous workout the heat rises from the centre of the car.
The short-throw shift action six-speed manual transmission is superb offering light and precise gearchanges. The clutch is extremely well weighted and it is a pleasure to change gear. The only downside is that to keep hearing that incredibly raucous engine note you have to use the car and that can easily put you over the speed limit - be warned driven without restraint this car is a licence breaker!
The engine is remarkably flexible even at low speeds thanks to the latest generation of Honda’s VTEC variable valve timing. Around town the S2000 is easy to drive and compliant with most road surfaces, even pot holes which it negotiates without breaking your back.
The 2004 model is equipped with ventilated front disc brakes, rear disc brakes and ABS (anti-lock braking system) ensuring that the S2000 stops reassuringly well.
The Honda S2000 is a car that begs to be driven and the more you drive it the more addicted you become.
Honda have engineered a superb driving machine and with such high performance capability the S2000 demands a competent chassis to harness and efficiently exploit that power on the road. The rigid body, advanced in-wheel double wishbone suspension and good weight balance are complemented by well weighted and direct electric power steering and powerful, progressive brakes.
Conventional hydraulic power steering systems require a pump driven off the engine which can sap power by as much as 5 PS as well as adversely affecting fuel economy. For this reason the Honda S2000 is equipped with electric power steering (EPS) which only absorbs electrical energy when required.
The S2000’s compact dimensions and low weight result in outstanding agility. The engine is situated at the very back of the engine bay in the quest for a low centre of gravity and an optimum weight balance for balanced handling. Occupants sit behind the car’s overall centre of balance, and close to the centre of the rear axle giving the driver a feeling of being closely connected to the car.
The high level of stiffness provided by the high X-bone frame body structure ensures consistent suspension geometry alignment; and suspension technology that builds on Honda’s racing experience all combining to provide advanced chassis control.
A torque-sensing limited slip differential is standard as a guard against wheel spin in tight corners - we would like to see ESP (electronic stability programme) available as standard (with an option to disengage) as a rear wheel drive vehicle with 240 PS can be a little tail happy in inexperienced hands especially in poor weather conditions.
The Honda S2000 is a very easy car to drive and manoeuvre. Visibility is very good with the rood down although it is a little more difficult to reverse park with the roof up.
The electrically operated hood is very easy to use simply release the two over-centre catches on the windscreen header rail and press the rocker switch located on the centre console - all in all it takes about six seconds - annoyingly this can't be done on the move at low speed. However, once we discovered the joy of open top motoring the roof mostly stayed down.
The cabin is uncluttered, ergonomically laid out and the controls are easy to use. The instrumentation is in digital numerals which is much easier on the eye and the fuel and rev counters display in arcs, in keeping with the S2000's F1 relatives.
The S2000 is equipped with high performance, high intensity discharge (HID) headlamps which are twice as bright as halogen bulbs. They use a high voltage current and a bulb filled with Xenon gas to produce an output much closer to that of daylight. Some manufacturers call them Xenon headlights.
To ensure that the headlights are aimed accurately at all times, an automatic adjustment mechanism is provided. This consists of an ECU that continually monitors the car’s attitude via suspension - mounted sensors, adjusting the headlamp aim to reduce the risk of dazzling oncoming motorists.
A word of warning don't wash the windscreen whilst stationary with the roof down as the powerful headlight washers will project washer fluid over the cabin and in your face.
The trim materials have been checked for susceptibility to degradation from ultra-violet light and they have also been selected for their resistance to the occasional rain shower that may be encountered whilst driving before an opportunity can be found to raise the hood.
On a practical level the Honda S2000 is equipped with a large illuminated boot with 160 litres of space, digital odometer (trip), central locking, remote keyless entry, boot release in the locking centre console & a 12 V power outlet, the key fob incorporates a boot release button which is much easier to use, 'bee-sting' aerial, glass heated rear screen, a pair of hooks is provided on the rear bulkhead behind each seat and a space-saver spare tyre is stored horizontally on the right and inset into the forward boot panel.
Storage is minimal with 2 small mesh door bins, a storage net in the passenger footwell, a locking centre console (replacing the glovebox freeing up space) and a centre console storage tray incorporating twin cupholders.
The following safety & security equipment is standard on the Honda S2000 Roadster:
Dual front SRS airbags, anti-lock braking system (ABS), high level rear brake light, headlight washers, front ventilated disc brakes, rear disc brakes, roll-over protection, anti-roll bars, rolling code ECU engine immobiliser, remote keyless entry, central locking, Thatcham category 1 alarm system (interior monitoring), boot release in locking centre console and a torque-sensing limited slip differential.
*A Tracker system is optional
The S2000's cabin is snug with just enough space for two people. Head room is OK with the roof up but could prove problematic for the taller driver - with the roof down head room is not a problem.
Leg room is excellent and the seats provide generous fore and aft as well as rake adjustment. There is no adjustment for seat or steering wheel height - one size fits all but we did not find it to be a problem.
The seating position is low but with wide opening doors the S2000 is surprisingly easy to get in and out of. The standard leather sports seats are comfortable and supportive and feature integral head restraints which echo the shape of the individual roll hoops. The seat belts pass through a guide on the side bolster to place the webbing conveniently to hand.
Thanks to careful aerodynamic tuning of the cabin and the wind deflector positioned between the seats, turbulence is kept to a minimum during open top motoring.
In terms of refinement the Honda S2000 is equipped with electrically adjustable and heated door mirrors, manual air conditioning, front electric windows, leather and alloy gear knob, leather wrapped steering wheel, foot rest, a heated rear screen and an illuminated passenger vanity mirror.
We would like to see an auto-dimming rear view mirror as standard because the car is so low headlights from vehicles behind can prove distracting and tiring.
The Honda S2000 is a beautifully proportioned car which is elegant and sporty and in our opinion slightly reminiscent of the Porsche 944 at the front. Unlike some convertibles the S2000 looks just as good with the roof up or down.
A few subtle changes have been made with new-shape front and rear body coloured bumpers, body coloured door mirrors, new 'triple-beam' headlights, LED rear lights and dual oval shaped exhaust tailpipe outlets. The sole S2000 identification is on the front wings alongside the side indicators.
17" allow wheels and 215/45 (front), 245/40 (rear) tyres are standard.
We would prefer to see an aerial integrated into the front windscreen
The interior styling of the Honda S2000 is based around a pure sports theme which is simple but purposeful and does not distract from the driving experience. The cabin exudes a high level of build quality but some of the switchgear feels a little dated.
The black interior plastics were of a good quality and are enhanced with brushed aluminium trim.
The leather wrapped steering wheel and gear knob are tactile and the digital instrumentation is black when the ignition is off, but illuminates once the key is turned.
The S2000 features drilled aluminium pedals for added sports appeal and embossed kickplates.
Leather sports seats and matching leather door inserts are standard. The leather upholstery and carpets were of excellent quality and should prove durable in the long term.
Integrated single slot CD tuner with RDS radio, front speakers, tweeters and remote stereo controls. This system does the job but is not particularly inspiring and is fiddly to operate. The stereo is hidden behind a brushed aluminium effect panel.
· Audi TT Roadster, BMW Z4 Roadster, Mercedes-Benz SLK & Porsche Boxster
· Performance
· Raucous engine note
· Handling
· Powerful HID headlights
· Gearbox
· Comfortable seats
· Styling
· Having to stop to put the roof up
· Dated switchgear
· Stereo controls fiddly to operate
· Tiptronic gearbox
· ESP or even just traction control
· Side airbags
· Better weather to enjoy the car all year round with the roof down
· An auto-dimming rear view mirror and wing mirrors
Build quality is excellent and is certainly in the same class as its German rivals. As we have come to expect from Honda reliability is legendary and is supported with a 3-year/90,000 mile (whichever comes first) mechanical warranty.
The quality of materials used is excellent only the vinyl dashboard lets it down.
The S2000 won the 'International Engine of the Year Award' in 2004 in its respective size category for its phenomenal 2.0 engine - for more information [ click here ]
The Honda S2000 Roadster is excellent value for money with impressive levels of standard equipment. Hondas are among the slowest depreciating cars and the S2000 is a very desirable car - expect residuals to be around 60% after 3 years.
The Honda S2000 is aimed at the sports car purist and is guaranteed to stir the emotions of performance motoring enthusiasts everywhere.
The engine is superb but does require you to be in the right gear/power band at the right time to fully exploit the power to its maximum. The engine and exhaust notes are addictive and can make the hair stand up on the back of your neck and raw power pushes you back in your seat when accelerating hard.
The lack of ESP and Traction Control is a concern especially in the wet as the rear wheel drive S2000 can be unforgiving in inexperienced hands.
After appearing in the 2001 film 'The Fast And The Furious' the S2000 became every adolescents fantasy and in Imola Yellow pearlescent the car attracted a lot of attention from this age group. With the roof down around town this can be a bit intrusive and if you are feeling less than extrovert either put the roof up or consider buying the hard top GT version. The hardtop can be removed when not required to reveal the soft-top underneath.
"
http://www.carpages.co.uk/honda/honda-s2000-review-part-5-05-03-05.asp
"
The Honda S2000 was released in 1999 to celebrate the company’s 50th anniversary and has evolved from four decades of motorsport expertise. The S2000 is built at the same plant as the Honda NSX in Tochigi - Japan and is subject to the same meticulous build process. Virtually every component is unique to the S2000 and designed for outstanding performance.
The 2004 model received significant upgrades including numerous chassis changes and the steering, throttle, clutch, gearshift and brake systems have been overhauled for an even more enjoyable driving experience.
With competition in the form of the Audi TT, BMW Z4, Mercedes-Benz SLK and the Porsche Boxster we tested the S2000 to find out if Honda's front engined, rear wheel drive, high performance roadster can out perform Germany's finest.
The S2000 is powered by Honda's 2.0 DOHC VTEC engine which produces 240 PS @ 8,300 rpm enabling it to accelerate from 0-62 mph in 6.2 seconds and continue to a top speed of 150 mph.
This 'race-bred' normally-aspirated, four cylinder engine races to 9000 rpm before hitting the rev-limiter - without resorting to turbocharging and it conforms to some of the toughest emissions legislation in the world.
From the moment you press the red starter button you know you are going to experience something special. Up to 5000 rpm the car feels docile but once over 5500 to 6000 rpm all hell breaks loose.
As the engine speed builds the note changes progressively becoming more urgent and more like a motorbike accelerating and it is certainly addictive echoing Honda’s decades of involvement with high-revving Formula 1 and CART ChampCar race engines. The transmission tunnel is located directly under your left arm and after a particularly vigorous workout the heat rises from the centre of the car.
The short-throw shift action six-speed manual transmission is superb offering light and precise gearchanges. The clutch is extremely well weighted and it is a pleasure to change gear. The only downside is that to keep hearing that incredibly raucous engine note you have to use the car and that can easily put you over the speed limit - be warned driven without restraint this car is a licence breaker!
The engine is remarkably flexible even at low speeds thanks to the latest generation of Honda’s VTEC variable valve timing. Around town the S2000 is easy to drive and compliant with most road surfaces, even pot holes which it negotiates without breaking your back.
The 2004 model is equipped with ventilated front disc brakes, rear disc brakes and ABS (anti-lock braking system) ensuring that the S2000 stops reassuringly well.
How It Drove - Ride/Handling
The Honda S2000 is a car that begs to be driven and the more you drive it the more addicted you become.
Honda have engineered a superb driving machine and with such high performance capability the S2000 demands a competent chassis to harness and efficiently exploit that power on the road. The rigid body, advanced in-wheel double wishbone suspension and good weight balance are complemented by well weighted and direct electric power steering and powerful, progressive brakes.
Conventional hydraulic power steering systems require a pump driven off the engine which can sap power by as much as 5 PS as well as adversely affecting fuel economy. For this reason the Honda S2000 is equipped with electric power steering (EPS) which only absorbs electrical energy when required.
The S2000’s compact dimensions and low weight result in outstanding agility. The engine is situated at the very back of the engine bay in the quest for a low centre of gravity and an optimum weight balance for balanced handling. Occupants sit behind the car’s overall centre of balance, and close to the centre of the rear axle giving the driver a feeling of being closely connected to the car.
The high level of stiffness provided by the high X-bone frame body structure ensures consistent suspension geometry alignment; and suspension technology that builds on Honda’s racing experience all combining to provide advanced chassis control.
A torque-sensing limited slip differential is standard as a guard against wheel spin in tight corners - we would like to see ESP (electronic stability programme) available as standard (with an option to disengage) as a rear wheel drive vehicle with 240 PS can be a little tail happy in inexperienced hands especially in poor weather conditions.
Ease of Use
The Honda S2000 is a very easy car to drive and manoeuvre. Visibility is very good with the rood down although it is a little more difficult to reverse park with the roof up.
The electrically operated hood is very easy to use simply release the two over-centre catches on the windscreen header rail and press the rocker switch located on the centre console - all in all it takes about six seconds - annoyingly this can't be done on the move at low speed. However, once we discovered the joy of open top motoring the roof mostly stayed down.
The cabin is uncluttered, ergonomically laid out and the controls are easy to use. The instrumentation is in digital numerals which is much easier on the eye and the fuel and rev counters display in arcs, in keeping with the S2000's F1 relatives.
The S2000 is equipped with high performance, high intensity discharge (HID) headlamps which are twice as bright as halogen bulbs. They use a high voltage current and a bulb filled with Xenon gas to produce an output much closer to that of daylight. Some manufacturers call them Xenon headlights.
To ensure that the headlights are aimed accurately at all times, an automatic adjustment mechanism is provided. This consists of an ECU that continually monitors the car’s attitude via suspension - mounted sensors, adjusting the headlamp aim to reduce the risk of dazzling oncoming motorists.
A word of warning don't wash the windscreen whilst stationary with the roof down as the powerful headlight washers will project washer fluid over the cabin and in your face.
The trim materials have been checked for susceptibility to degradation from ultra-violet light and they have also been selected for their resistance to the occasional rain shower that may be encountered whilst driving before an opportunity can be found to raise the hood.
On a practical level the Honda S2000 is equipped with a large illuminated boot with 160 litres of space, digital odometer (trip), central locking, remote keyless entry, boot release in the locking centre console & a 12 V power outlet, the key fob incorporates a boot release button which is much easier to use, 'bee-sting' aerial, glass heated rear screen, a pair of hooks is provided on the rear bulkhead behind each seat and a space-saver spare tyre is stored horizontally on the right and inset into the forward boot panel.
Storage is minimal with 2 small mesh door bins, a storage net in the passenger footwell, a locking centre console (replacing the glovebox freeing up space) and a centre console storage tray incorporating twin cupholders.
Safety and Security
The following safety & security equipment is standard on the Honda S2000 Roadster:
Dual front SRS airbags, anti-lock braking system (ABS), high level rear brake light, headlight washers, front ventilated disc brakes, rear disc brakes, roll-over protection, anti-roll bars, rolling code ECU engine immobiliser, remote keyless entry, central locking, Thatcham category 1 alarm system (interior monitoring), boot release in locking centre console and a torque-sensing limited slip differential.
*A Tracker system is optional
Comfort and Refinement
The S2000's cabin is snug with just enough space for two people. Head room is OK with the roof up but could prove problematic for the taller driver - with the roof down head room is not a problem.
Leg room is excellent and the seats provide generous fore and aft as well as rake adjustment. There is no adjustment for seat or steering wheel height - one size fits all but we did not find it to be a problem.
The seating position is low but with wide opening doors the S2000 is surprisingly easy to get in and out of. The standard leather sports seats are comfortable and supportive and feature integral head restraints which echo the shape of the individual roll hoops. The seat belts pass through a guide on the side bolster to place the webbing conveniently to hand.
Thanks to careful aerodynamic tuning of the cabin and the wind deflector positioned between the seats, turbulence is kept to a minimum during open top motoring.
In terms of refinement the Honda S2000 is equipped with electrically adjustable and heated door mirrors, manual air conditioning, front electric windows, leather and alloy gear knob, leather wrapped steering wheel, foot rest, a heated rear screen and an illuminated passenger vanity mirror.
We would like to see an auto-dimming rear view mirror as standard because the car is so low headlights from vehicles behind can prove distracting and tiring.
How It Looks - Exterior
The Honda S2000 is a beautifully proportioned car which is elegant and sporty and in our opinion slightly reminiscent of the Porsche 944 at the front. Unlike some convertibles the S2000 looks just as good with the roof up or down.
A few subtle changes have been made with new-shape front and rear body coloured bumpers, body coloured door mirrors, new 'triple-beam' headlights, LED rear lights and dual oval shaped exhaust tailpipe outlets. The sole S2000 identification is on the front wings alongside the side indicators.
17" allow wheels and 215/45 (front), 245/40 (rear) tyres are standard.
We would prefer to see an aerial integrated into the front windscreen
How It Looks - Interior
The interior styling of the Honda S2000 is based around a pure sports theme which is simple but purposeful and does not distract from the driving experience. The cabin exudes a high level of build quality but some of the switchgear feels a little dated.
The black interior plastics were of a good quality and are enhanced with brushed aluminium trim.
The leather wrapped steering wheel and gear knob are tactile and the digital instrumentation is black when the ignition is off, but illuminates once the key is turned.
The S2000 features drilled aluminium pedals for added sports appeal and embossed kickplates.
Leather sports seats and matching leather door inserts are standard. The leather upholstery and carpets were of excellent quality and should prove durable in the long term.
In Car Entertainment and Satellite Navigation
Integrated single slot CD tuner with RDS radio, front speakers, tweeters and remote stereo controls. This system does the job but is not particularly inspiring and is fiddly to operate. The stereo is hidden behind a brushed aluminium effect panel.
Rivals
· Audi TT Roadster, BMW Z4 Roadster, Mercedes-Benz SLK & Porsche Boxster
What We Liked
· Performance
· Raucous engine note
· Handling
· Powerful HID headlights
· Gearbox
· Comfortable seats
· Styling
What We Disliked
· Having to stop to put the roof up
· Dated switchgear
· Stereo controls fiddly to operate
What We'd Like To See
· Tiptronic gearbox
· ESP or even just traction control
· Side airbags
· Better weather to enjoy the car all year round with the roof down
· An auto-dimming rear view mirror and wing mirrors
Build Quality
Build quality is excellent and is certainly in the same class as its German rivals. As we have come to expect from Honda reliability is legendary and is supported with a 3-year/90,000 mile (whichever comes first) mechanical warranty.
The quality of materials used is excellent only the vinyl dashboard lets it down.
The S2000 won the 'International Engine of the Year Award' in 2004 in its respective size category for its phenomenal 2.0 engine - for more information [ click here ]
Value For Money
The Honda S2000 Roadster is excellent value for money with impressive levels of standard equipment. Hondas are among the slowest depreciating cars and the S2000 is a very desirable car - expect residuals to be around 60% after 3 years.
Overall Opinion
The Honda S2000 is aimed at the sports car purist and is guaranteed to stir the emotions of performance motoring enthusiasts everywhere.
The engine is superb but does require you to be in the right gear/power band at the right time to fully exploit the power to its maximum. The engine and exhaust notes are addictive and can make the hair stand up on the back of your neck and raw power pushes you back in your seat when accelerating hard.
The lack of ESP and Traction Control is a concern especially in the wet as the rear wheel drive S2000 can be unforgiving in inexperienced hands.
After appearing in the 2001 film 'The Fast And The Furious' the S2000 became every adolescents fantasy and in Imola Yellow pearlescent the car attracted a lot of attention from this age group. With the roof down around town this can be a bit intrusive and if you are feeling less than extrovert either put the roof up or consider buying the hard top GT version. The hardtop can be removed when not required to reveal the soft-top underneath.
"
http://www.carpages.co.uk/honda/honda-s2000-review-part-5-05-03-05.asp
FilipeDiass
New member
Ou é de mim, ou o FilipeDiass vai comprar um S2000 primeiro que o Cobra, o tipo é passado dos carretos com o carro [
[]
[
]se tivesse t€€mpo...
sempre adorei muito o S2000, sempre achei que ofereçe muito para o que custa e o facto de ser descapotável ainda mais ajuda.
não compreendo que alguns amantes de automóveis ´não compreendam que tendo em conta as suas características, não pode ser excelente em tudo, tem obviamente os seus defeitos, mas que eu considero mais feitios.[
]Neste momento o que vinha era um FD2, a pensar na família!
até já ando a ver o mercado de usados em UK.[
]