RM Racing S2000 Division
Thread Starter
Joined: Dec 2001
Posts: 7
Likes: 0
From: Santa Monica, ca, usa
RM Racing S2000 Division
Does anyone know anything about this? Evidently they also have a division for Ferrari 360 , NSX, and Corvette. I'm interested in getting their Low Restriction Air Intake with Cold Air Option. Check them out if you don't know what i'm talking about: http://www3.security-one.com/ssl2000...cat02&cart_id=
If you guys don't like this setup, please suggest other proven cold air intake. Thanks.
If you guys don't like this setup, please suggest other proven cold air intake. Thanks.
Honda-Tech Member
Joined: Aug 2001
Posts: 2,198
Likes: 0
From: CA, U.S.A
Yes..
..not enormous gains, but its an inexpensive alternative to a CAI. And, it does flow better than an OEM filter. Also, you should do a search on S2000 modifications and dyno slips, what you'll find, for the most part, is that S2000 really do not take to bolt-on modifications w/ very good result. Meaning for the amount of money you'll spend, the output increase in most cases will not be justified. This is said excluding the Comptech SC kit, which time and again has shown great increases in power.
Thread Starter
Joined: Dec 2001
Posts: 7
Likes: 0
From: Santa Monica, ca, usa
Re: Yes.. (bb6h22a)
you mean the $4,900 super charger? dude, that's big bucks.... it's almost a down payment. what's the best way to improve s2k low end torque. i hate to say this but i'm afraid to take people off the line cause i don't know if i can beat them. low end torque is so slow, i feel like i have to really push the car just so that i can keep up. i like to spend no more than $500 to got some extra pony for my car. any suggestions?
Thread Starter
Joined: Dec 2001
Posts: 7
Likes: 0
From: Santa Monica, ca, usa
Re: Yes.. (elements)
anything that's permanent and isn't potentially hazardous to my car? since no one recommended cold car intakes or exhausts, i'm assuming you guys don't believe in those modifications.
Trending Topics
Joined: Nov 2001
Posts: 1,837
Likes: 0
Re: Yes.. (rapidlee337)
an exhaust and CAI on a s2000 only yields vERY SLIGHT gains for the money. Can some one scan that magazine article with the mugen s2k and show him what im talking about?
<EDIT Found>
Mugen S2000
In which horsepower is worth more than gold.
BY LARRY WEBSTER
August 2001
Page 1 of 2
If time is money, where does that leave horsepower? With a base price of $32,740, just one of the Honda S2000's 240 horses costs $136. Sounds to us as though horsepower is money, too. Case in point: Want even more power from today's most overachieving engine? Okay, bring more money. In the case of the Mugen S2000 we tested, expect to pay almost three times as much for each pony above the stocker, or $393 each — more than the cost of an ounce of gold.
Either Mugen is fleecing the hell out of its well-heeled customers or Honda's S2000 is so well maximized that extracting extra horsepower takes Herculean effort. Mugen, of course, claims the latter reason and cites a two-year design and testing program to come up with a series of parts that make meaningful performance improvements. Mugen, as an engineering and parts contractor to Honda, one of the world's finest engineering companies, did its homework, and the 15 horses Mugen added to the S2000 were some of the hardest-working we've ever tested.
The new engine parts are simple: There's a $1500 carbon-fiber airbox that inhales cool air from in front of the radiator; a stainless-steel header ($1300) and exhaust system ($1500); an engine computer ($1500); a low-temp thermostat ($69); and a high-pressure radiator cap ($29). The trick, according to Mugen, is managing engine heat and ignition timing. Mugen says stock S2000s dramatically retard ignition timing in response to elevated intake-air and coolant temps — a trait the above combination of parts removes.
So equipped, the Mugen S2000 scooted to 60 mph in only 5.4 seconds, 0.4 second quicker than the stock sports car. The Mugen car outdid the stocker in nearly every acceleration parameter, including 5-to-60 mph (6.2 seconds versus 6.8), quarter-mile (14.1 seconds at 100 mph versus 14.4 at 98 mph), and top-gear acceleration from 30 to 50 mph (9.3 seconds versus 9.8). Only top-gear runs from 50 to 70 mph yielded no improvement. Who could have guessed 15 more horses could do so much?
You buy the go-fast goodies through Mugen's North American distributor, King Motorsports Unlimited, based in Sullivan, Wisconsin. This race and tuning shop has been an uncommonly good 15-year partner to Japanese-based Mugen by not only selling Mugen parts but also developing its own.
Take the $500 King-developed bump-steer kit, for example. We knew nothing of any steering modifications and tested the car without a company representative present. Yet after testing, we were so impressed with the accurate and precise steering that we asked about it. Only then did we learn that by lowering the steering rack and raising the outer ball joints the King-designed bump-steer kit reduced the S2000's tendency to toe-out the front wheels when they rise over bumps.
In addition to the steering kit and engine mods, our test car was a rolling catalog of nearly every S2000 part available from Mugen and King. The suspension had new $3300 Mugen springs and shocks, a bigger $380 front anti-roll bar, $2640 Mugen wheels, and the latest high-performance Bridgestones, Potenza S-03s ($946 for four of them from the Tire Rack).
We didn't see a huge increase in lateral grip (0.93 versus 0.90), but the suspension offers numerous other benefits. The shocks have so many adjustments they could puzzle the engineers at the Craftmatic bed company. There are adjustable compression and rebound damping rates, spring perches, and shock bodies. The latter two features are particularly handy because they allow one to lower the S2000 by three inches yet retain the stock suspension travel. Preserving the S2000's suspension travel and keeping the shocks at their softest setting helped keep the car out of kidney-killer territory — not an uncommon place for tuners to go. You get that desired but rarely felt feeling that the tires are glued to the road, so doubling suggested off- and on-ramp speeds is only the first rung in the performance ladder that soon leads to other lewd and aggressive driving behavior because the car is so easy to drive and feels so good you just can't stop!
What'll get this car most noticed, however, is the trick $4999 double-bubble carbon-fiber hardtop, the $650 rear spoiler, and the $1400 front spoiler and undertray. Although we loved the look of the unpainted carbon-fiber top, we'd probably wait for the fiberglass version, which will weigh a tad more but cost about three grand less.
Speaking of money, if you add in the cost of installing the parts and painting the spoilers, a $399 Mugen pressure plate (provides more clutch clamping force), and the S2000, you'll come face to face with a bill for $56,352. Not chump change and a hard sum to swallow when, for about four grand less, you can get the world-class Porsche Boxster S.
But the Boxster's 7200-rpm redline can't touch the 9000-rpm limit of this sophisticated roadster. Thanks to the raspy note of the intake and exhaust, exploring the S2000's redline is fun and exhilarating, and the engine no longer sounds as if it's near the breaking point when it's pushed to its uniquely high rpm limits.
We hammered this car for a day without as much as a whimper, and that Honda toughness, path accuracy, and ripping four-cylinder we love in the S2000 is still there, only now there's more of it.
King Motorsports Unlimited, 105 East Main Street, Sullivan, Wisconsin 53178; 262-593-2800; http://www.kingmotorsports.com.
http://caranddriver.com/xp/Caranddri...20s2000&page=2
</edit done>
[Modified by elements, 5:51 PM 12/20/2001]
<EDIT Found>
Mugen S2000
In which horsepower is worth more than gold.
BY LARRY WEBSTER
August 2001
Page 1 of 2
If time is money, where does that leave horsepower? With a base price of $32,740, just one of the Honda S2000's 240 horses costs $136. Sounds to us as though horsepower is money, too. Case in point: Want even more power from today's most overachieving engine? Okay, bring more money. In the case of the Mugen S2000 we tested, expect to pay almost three times as much for each pony above the stocker, or $393 each — more than the cost of an ounce of gold.
Either Mugen is fleecing the hell out of its well-heeled customers or Honda's S2000 is so well maximized that extracting extra horsepower takes Herculean effort. Mugen, of course, claims the latter reason and cites a two-year design and testing program to come up with a series of parts that make meaningful performance improvements. Mugen, as an engineering and parts contractor to Honda, one of the world's finest engineering companies, did its homework, and the 15 horses Mugen added to the S2000 were some of the hardest-working we've ever tested.
The new engine parts are simple: There's a $1500 carbon-fiber airbox that inhales cool air from in front of the radiator; a stainless-steel header ($1300) and exhaust system ($1500); an engine computer ($1500); a low-temp thermostat ($69); and a high-pressure radiator cap ($29). The trick, according to Mugen, is managing engine heat and ignition timing. Mugen says stock S2000s dramatically retard ignition timing in response to elevated intake-air and coolant temps — a trait the above combination of parts removes.
So equipped, the Mugen S2000 scooted to 60 mph in only 5.4 seconds, 0.4 second quicker than the stock sports car. The Mugen car outdid the stocker in nearly every acceleration parameter, including 5-to-60 mph (6.2 seconds versus 6.8), quarter-mile (14.1 seconds at 100 mph versus 14.4 at 98 mph), and top-gear acceleration from 30 to 50 mph (9.3 seconds versus 9.8). Only top-gear runs from 50 to 70 mph yielded no improvement. Who could have guessed 15 more horses could do so much?
You buy the go-fast goodies through Mugen's North American distributor, King Motorsports Unlimited, based in Sullivan, Wisconsin. This race and tuning shop has been an uncommonly good 15-year partner to Japanese-based Mugen by not only selling Mugen parts but also developing its own.
Take the $500 King-developed bump-steer kit, for example. We knew nothing of any steering modifications and tested the car without a company representative present. Yet after testing, we were so impressed with the accurate and precise steering that we asked about it. Only then did we learn that by lowering the steering rack and raising the outer ball joints the King-designed bump-steer kit reduced the S2000's tendency to toe-out the front wheels when they rise over bumps.
In addition to the steering kit and engine mods, our test car was a rolling catalog of nearly every S2000 part available from Mugen and King. The suspension had new $3300 Mugen springs and shocks, a bigger $380 front anti-roll bar, $2640 Mugen wheels, and the latest high-performance Bridgestones, Potenza S-03s ($946 for four of them from the Tire Rack).
We didn't see a huge increase in lateral grip (0.93 versus 0.90), but the suspension offers numerous other benefits. The shocks have so many adjustments they could puzzle the engineers at the Craftmatic bed company. There are adjustable compression and rebound damping rates, spring perches, and shock bodies. The latter two features are particularly handy because they allow one to lower the S2000 by three inches yet retain the stock suspension travel. Preserving the S2000's suspension travel and keeping the shocks at their softest setting helped keep the car out of kidney-killer territory — not an uncommon place for tuners to go. You get that desired but rarely felt feeling that the tires are glued to the road, so doubling suggested off- and on-ramp speeds is only the first rung in the performance ladder that soon leads to other lewd and aggressive driving behavior because the car is so easy to drive and feels so good you just can't stop!
What'll get this car most noticed, however, is the trick $4999 double-bubble carbon-fiber hardtop, the $650 rear spoiler, and the $1400 front spoiler and undertray. Although we loved the look of the unpainted carbon-fiber top, we'd probably wait for the fiberglass version, which will weigh a tad more but cost about three grand less.
Speaking of money, if you add in the cost of installing the parts and painting the spoilers, a $399 Mugen pressure plate (provides more clutch clamping force), and the S2000, you'll come face to face with a bill for $56,352. Not chump change and a hard sum to swallow when, for about four grand less, you can get the world-class Porsche Boxster S.
But the Boxster's 7200-rpm redline can't touch the 9000-rpm limit of this sophisticated roadster. Thanks to the raspy note of the intake and exhaust, exploring the S2000's redline is fun and exhilarating, and the engine no longer sounds as if it's near the breaking point when it's pushed to its uniquely high rpm limits.
We hammered this car for a day without as much as a whimper, and that Honda toughness, path accuracy, and ripping four-cylinder we love in the S2000 is still there, only now there's more of it.
King Motorsports Unlimited, 105 East Main Street, Sullivan, Wisconsin 53178; 262-593-2800; http://www.kingmotorsports.com.
http://caranddriver.com/xp/Caranddri...20s2000&page=2
</edit done>
[Modified by elements, 5:51 PM 12/20/2001]
Thread Starter
Joined: Dec 2001
Posts: 7
Likes: 0
From: Santa Monica, ca, usa
Re: RM Racing S2000 Division (rapidlee337)
well said. here's another idea sparked by conventional wisdom. instead of adding more hp, what if i shave more weight (from my car and my fat ***)? Are magnesium wheels the way to go if I want to shed some weight fast w/o altering the way the car was intended to be used on the street(i.e. drop the air-conditioner, etc.)?
Thread
Thread Starter
Forum
Replies
Last Post
one_turbo_crx
Southern California (Sales)
1
Dec 4, 2007 12:14 AM
