I'm new to the S2000 arena and I'm in the planning stages of building a fast street/drag car. I have the engine details sorted, as I am an engine development engineer at a major engine OEM. I would like some input on things that have been successfully implemented to upgrade the drivetrain of the S2000. I don’t need “kits” just cost effective solutions. Fabrication is preferred to overly expensive usable parts. I anyone has access to ProE or Catia drawing or even just good images; I would be very grateful.

1) Have any other production car transmissions been fitted into the S2000 chassis without major modification to the tunnel. Some thoughts were Supra turbo v160 or 161 sixspeed, R154 fivespeed, RX-7 turbo 5 speed (second gen easier to find), Tremec T56, or Tremec TKO (not OEM production, but reasonable new price and light). I would rather glen some knowledge than buy all of them and see what fits. I can get custom bell housing or adaptor plates, ProE and CNC machinist friend.
2) Who makes a pressure plate and clutch disk to handle 350 ft-lbs for less than $1000, than fits the S2000 flywheel. What are the clutch disk dimensions? Thought being to use the clutch disk fitted for the donor tranny that will work with the S2000 flywheel and high force pressure plate. Resplining the donor tranny input shaft is a last ditch option.
3) Who makes custom drive shafts and halfshafts at reasonable prices. Sorry driveshaft shop, $1700 for halfshafts is not reasonable. Drag racing axels for a corvette cost $600 for the pair less spindle. The obvious CV versus U-joint arguments won’t cut it either. I would prefer U-joints with custom spindles. The S2000 doesn’t have rear wheel steering, so CV’s are a senseless liability.
4) Has anyone installed the R230 or another high torque car IRS diff in the S2000. The R200 was not designed for 1100 ft-lbs of input torque (350 ft-lbs x 3.133:1 first gear) with drag slicks and clutch drops. I’m worried about space constraints and availability.

Any sound input for the planning phase would be greatly appreciated. This is a personal hobby effort, so cost is a concern, but sweat equity is part of the joy. I would like to keep the drivable as many weekdays as possible while parts are being fabricates, which is why I looking into what has been successfully implemented.

 

1) The Honda transmission is pretty stout IMO. The ratios match the powerband quite well, but you're talking about changing the powerband altogether. As far as custom goes, you could probably use anything if a custom bellhousing is in order. Clutch is a standard pull type, fork is in the bellhousing, slave cylinder is hydraulic. Input shaft length and spline are all you'd need.

2) Competition Clutches. 400+ lb/ft applications are available.

3) The only replacement half shafts that I've seen people use other than OEM are the DSS ones. Sorry.

4) By R200, are you referring to the Nissan unit? The Powerhouse Amuse S2000 GT1 uses a Nissan Skyline GTS rear differential, if that clears anything up.

 

You're prolly not gonna get the answers you're looking for here, s2ki.com...maybe, but try these guys out.

Technical question needs technical answers from those who's been there:

TSR PERFORMANCE-410 760 5995, GB, Maryland (10sec S2K)

http://www.tamparacing.com/for....html(2JZ swap)

Clutch + Plate to handle under $1K you'll have no prob.

 

The R200 diff is a Nissan unit. It fits very nicely in the S2000. The Skyline uses a R200 differential with 4.11:1 gears. The Skyline is AWD with about 60% torque to the rear. The 300 ZX twin turbo uses a R230 (230mm ring gear) differential for a reason. I don't want to have to buy one and find out it won't fit. Thanks for the help.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by S2KL33N &raquo;</TD></TR><TR><TD CLASS="quote">You're prolly not gonna get the answers you're looking for here, s2ki.com...

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Don't look down on Honda-Tech.

The R200 already requires custom diff mounts, input flange and/or propeller shaft. The only thing different in the R230 should be dimensions.

 

so yall just use other people's stuff cuz they dont make really hardcore stuff for the S2000 that would just fit?

 

you are right, we are going to start using parts from an accord lol....

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by s2kimportlover &raquo;</TD></TR><TR><TD CLASS="quote">you are right, we are going to start using parts from an accord lol....</TD></TR></TABLE>
hahaha

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Mr. Projekt &raquo;</TD></TR><TR><TD CLASS="quote">

Don't look down on Honda-Tech.

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Far from it bud. I have yet to see this kind of question, better yet an answer at this caliber on this forum for S2K's and would only see it on s2ki.com every once in awhile.

Thanks.

&lt;edit&gt; Heck, even InlinePro has their own section. Not stomping on Honda-Tech, just pointing in a better, if not effective direction.


Modified by S2KL33N at 10:21 AM 8/15/2007

 

The S2000 drivetrain was not intended to handle high input torqe loads. The differential in the S2000 is a modified Miata unit. The horse power of the S2000 engine is a very insignificant design factor in the driveline because the gear ratios are similar to the Miata and so is egine output torque. The extra horse power come from apllying that torque at a higher RPM. This causes more heat generation in the driveline, but similar shear stress on the gears.
I plan to double engine out torque and hence double sheer stress on the driveline gears. Even parts built with generous safety factors can't handle that very long. Most components available to upgrade the stock S2000 (thicker diff carrier bearing caps) only solve failure modes due to abusive driving at near stock engine output torque. Hence, nothing "hardcore" is made for the S2000 directly.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Engine_Guru &raquo;</TD></TR><TR><TD CLASS="quote"> Hence, nothing "hardcore" is made for the S2000 directly.</TD></TR></TABLE>
ghey, so thats why most guys swap in other car's parts

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 361 accord &raquo;</TD></TR><TR><TD CLASS="quote">
ghey, so thats why most guys swap in other car's parts</TD></TR></TABLE>

Not so "ghey" , S2K's are developed to maximum potential - still best bang for the buck car and only one in it's category. Balance, not potential - otherwise the price tag will go for $45K and not $30K.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by S2KL33N &raquo;</TD></TR><TR><TD CLASS="quote">

Far from it bud. I have yet to see this kind of question, better yet an answer at this caliber on this forum for S2K's and would only see it on s2ki.com every once in awhile.


</TD></TR></TABLE>

Too bad the OGs don't frequent this forum anymore. There used to be a lot more tech before the ***** overtook this place.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Engine_Guru &raquo;</TD></TR><TR><TD CLASS="quote">The S2000 drivetrain was not intended to handle high input torqe loads. The differential in the S2000 is a modified Miata unit. The horse power of the S2000 engine is a very insignificant design factor in the driveline because the gear ratios are similar to the Miata and so is egine output torque. The extra horse power come from apllying that torque at a higher RPM. This causes more heat generation in the driveline, but similar shear stress on the gears.
I plan to double engine out torque and hence double sheer stress on the driveline gears. Even parts built with generous safety factors can't handle that very long. Most components available to upgrade the stock S2000 (thicker diff carrier bearing caps) only solve failure modes due to abusive driving at near stock engine output torque. Hence, nothing "hardcore" is made for the S2000 directly.</TD></TR></TABLE>

The bearing caps and revised housing (AP2) only strengthen the rear end marginally, hence the need for swaps. I would suggest the M1 units from the FD RX-7, or the R230 you mentioned.

 

Does the R230 fit without modify the rear floor pan of the car significantly?

 

The rear floorpan is high to clear the rather large rear subframe. There's room once you remove the charcoal canister.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by S2KL33N &raquo;</TD></TR><TR><TD CLASS="quote">

Not so "ghey" , S2K's are developed to maximum potential - still best bang for the buck car and only one in it's category. Balance, not potential - otherwise the price tag will go for $45K and not $30K.</TD></TR></TABLE>na i meant the fact that there arent any "hardcore" parts readily available that would be sold as a bolt on kit

shame on the aftermarket, props for the car

im used to 150HP sohc vtak accord so a stock-as-hell S2000 will just fly in comparison lol

 

We will see how well the R200 holds up. I really wanted the R230 diff but no one make a kit for it. I do work for Nissan and I have looked at both diff. The R230 is longer and look as if it mounts are diff.

I have a race Im trying to make it too next weekend. So we will see if the diff holds

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Engine_Guru &raquo;</TD></TR><TR><TD CLASS="quote">The R200 diff is a Nissan unit. It fits very nicely in the S2000. The Skyline uses a R200 differential with 4.11:1 gears. The Skyline is AWD with about 60% torque to the rear. The 300 ZX twin turbo uses a R230 (230mm ring gear) differential for a reason. I don't want to have to buy one and find out it won't fit. Thanks for the help.</TD></TR></TABLE>

Elaborate on skyline. There are GTS, GTS-T, GTS4, and GTR models, and do use different differentials.

The GTR and GTS4 cars are 100% RWD untill the back tires start to slip, and you can lock them into RWD mode if you want, either by pulling a fuse to disable the ATTESA, or with a torque controller to shut it off on the fly. I have a friend who made 600 WHP on an all wheel drive mustang dyno in his GTR, and he locks it into RWD mode and rips around 2WD all the time. They'll take a lot of power. In a straight line in AWD mode at full throttle you still rarely see more than 30% torque going to the front tires.

 

Bump

 

who said there was somethign wrong with mixing stuff on the car.....
do i dare speak on it?????


and yes there are only a few of us here that can handle a tech ? like this.....