Not to start a flame war, or to defend Honda, but they hold the world record for the most HP to displacement ratio.
Do you think Ford could make an affordable 4.0 engine that has 480 HP?
If they could it would only be twice the HP of the teeny little car.
Here are some specs.
Honda S2000 engine to be specific.
Miles Per Gallon: 20/28 mpg
Curb Weight: 2755 lbs
Transmission: 6-Speed Manual
Displacement: 1997 cc
Horsepower: 240 bhp @ 8300 rpm
Torque: 153 lb-ft @ 7500 rpm
Redline: 9000 rpm
0-60 mph: 5.5 sec
0-100 mph: 13.9 sec
Quarter Mile: 14.1 sec @ 99.6 mph
Top Speed: 140 mph
Braking, 0-60 mph: 123 ft
Slalom Speed: 65.9 mph
The S2000 powertrain uses a front-engine/ rear-wheel-drive layout. The longitudinally mounted engine is mated to a 6-speed, close-ratio manual transmission. A propeller shaft carries the output of the transmission to a frame-mounted limited-slip differential. The differential drives the rear wheels via separate axle shafts.
The 2.0-liter, aluminum-alloy, inline 4-cylinder S2000 engine produces 240 hp @ 8300 rpm and 153 lb.-ft. of torque @ 7500 rpm. The cylinder head is also made of aluminum alloy and features dual overhead camshafts, 4 valves per cylinder and VTEC (Honda's variable valve-timing system) on both the intake and exhaust valves. Fuel induction is via Honda's sequential, Multi-Point Programmed Fuel Injection (PGM-FI) and the ignition system is a high-voltage, computer-controlled direct type with individual spark coils for each cylinder.
The S2000 engine is 9 percent smaller and 10 percent lighter than a 2.2-liter Prelude engine, and almost as small as a 1.6-liter Civic engine. Yet this compact, lightweight engine (326 lbs.) has the highest specific power output (120 hp per liter) of any normally aspirated 2.0-liter production engine in the world. In addi-tion, the engine's exhaust emissions are so low that the S2000 qualifies as a Low-Emission Vehicle (LEV).
VTEC Variable Valve Timing
The S2000 engine uses a performance version of Honda's innovative variable valve-timing system on both the intake and exhaust valves (VTEC stands for Variable Valve-Timing and Lift Electronic Control). VTEC maximizes the S2000 engine's volumetric efficiency -- packing the maximum amount of air and fuel into the combustion chamber on each intake stroke and expelling the maximum amount of exhaust gases on the exhaust stroke.
VTEC works by varying valve timing and lift to compensate for the time delay and out-of-phase arrival of the air-fuel charge at the intake valve. Ideally, the valves should remain open for a short duration at low engine speeds and for a longer duration at high engine speeds -- and that is precisely how VTEC works.
Honda engineers designed an entirely new close-ratio, 6-speed manual transmission for the S2000. A limited-slip differential was chosen to ensure continuous application of power to the rear wheels, especially when cornering. The transmission and entire drivetrain are designed to be highly rigid and as compact and lightweight as possible, making the vehicle more responsive to driver input and increasing the driver's enjoyment and feel for the car.
A front-engine/rear-wheel-drive configuration was chosen for the S2000. This "classic" layout is widely regarded for its excellent handling characteristics and direct, linear response to control inputs from steering, brakes and throttle -- especially when approaching the chassis and tires' adhesion limit.
Since optimum weight distribution and balance are such important factors in achieving excellent handling characteristics, Honda engineers set the S2000's engine and drivetrain as low and close to the center of the chassis as possible. Suspension geometry -- toe, caster, camber, roll centers, etc. -- also have a tremendous effect on handling and response, so Honda engineers designed an all-new double wishbone suspension for the S2000 with optimum geometry.
Steering is by an all-new electrically assisted, power rack-and-pinion system, similar to the system used on the NSX. The braking system uses 4-wheel discs and ABS. The system has been specially engineered for optimum efficiency, feedback and control.
As with the S2000's exterior, the central design theme of the roadster's interior is performance. Honda engineers designed the interior to contribute to what they call an "interfusion" between the driver and the car.
The conceptual model for the S2000 interior is a modern Formula 1 car's cockpit. Outward visibility, simplicity of controls, control feel, comfort -- both machines have these needs in common.
Before production, the interior design was extensively tested, including wind-tunnel testing and over 20,000 miles of real-world driving in what Honda calls the maturing phase of the design. It is during this phase of development that details such as control placement, seating and driver visibility are finalized.
It is a very nice engine, but I hate it when people tell me their engine has a higher hp to displacement ratio than mine. Thats great, you have 100hp per liter. You dont even have 2 liters. Ill take my 7.7 liter 475hp engine any day, or my brothers 5.8 liter 580hp clevo. It doesnt matter how efficient or neat your engine is, it doesnt change your ET. You dont get bonus points for it. Horsepower, weight, traction and driving ability is all that matters.
You have to take into account all the elements though.
Yes those cars you mentioned are way kick ass, but do they get the mileage that a Honda gets?
Are they affordable?
Can they be purchased by anyone with an average income?
Can they be maintained by an average income?
Will they pass the strict Emissions laws (Especially the ones coming up in 2005 and 2007!!!)
I could go on and on.
Again look at the math.
IF IT WERE 4.0 then it would have 480 HP!
It would weigh less than 700 Lbs.
An 8.0 would have 960 HP and weigh less than 1400Lbs.
and so on.
Your 7.7 liter gas guzzler doesnt even have what the 4.0 could put out in this figure, and I am sure it weighs a LOT.
You are comparing apples to oranges.
You can not compare your race vehicles to a STOCK OEM VEHICLE.
ya, but compression plays a role in the 'bigger' boom as well, a high compression engine will put out a bigger boom with the same displacement as a lower compression engine...
and back on topic, i would take an S2K in a heartbeat as well, any 4 cylinder car that is capable of high 13 second ET's stock and can handle better than most anything on the road is 100% awsome in my book, if you want to put subs in an S2K you have to have the box custom made so it doesn't throw off the balance of the car and screw the handling up, its the same with the miata, both AWSOME cars in the twisties, but both also make you feel like your gonna die as soon as any other vehicle rolls up next to you haha...
Key word there was potential. I just figured a discussion on compression, timing, and all the other things that make the most bang for the buck would be sorta silly to answer the "what is CL's" question.
But yeah, that is one sweet Honda. AND it doesn't derive its horsepower from little yellow stickers.
All of ya'll are missing the point of this thread and need to get your priorities straight!
A 2 liter bottle of mountain dew has the potential for more speed then a 1.6 liter civic due the larger volume of displacement. And do we really need to discuss the weight to displacement ratios? Anyways, the 2 liter bottle of mountain dew uses compressed air, does the honda civic come off the shelf with compressed air: I don't think so.
Now let's not get off track again!:banghead :goodfinge :banghead :goodfinge