Colin Holte posted on Sunday, September 22, 2013 8:21 PM
By Khiem Dinh
Did I mention there would be more hood hacking? Why yes I did. Somewhere along the other 18 parts of this project, I noticed the stock air box looked relatively well sealed along with having a location ideal for ram air. Ram air is used on practically every sport bike you can buy to coax as much power as possible from the engine. Even cars such as the Corvette Z06 and Dodge Viper use ram air.
Colin Holte posted on Sunday, August 04, 2013 2:07 AM
The destroyer of all track vehicles is excessive heat. Whether it is the coolant, various oils, or brakes, too much heat will lead to failures. On Project S2000, we’ve already addressed the engine coolant and oil temperatures with an upgraded Koyo radiator and Earls Temp-A-Cure oil cooler. These heat exchangers depend on airflow to in order to remove heat from the coolant and oil. No airflow means no cooling, hence the need for fans when the car is sitting still. One way to improve the airflow through the heat exchangers is to minimize the resistance to the air exiting from behind the heat exchangers. For the vast majority of street cars, all the air has to dump out the bottom of the engine bay. So how do we minimize the resistance to airflow? By increasing the area the air has available to exit. In this case, we’re venting the hood.
Khiem Dinh posted on Thursday, February 21, 2013 10:50 PM
Project S2000: Testing Temps and Tools (Replay Camera and IR Pyrometer)
by Khiem Dinh
At my last track day, I got an IR pyrometer as a new toy for taking some data. For this track day, I added a Replay XD1080 HD video camera to the mix to replace my previous camera (which met an untimely demise). Furthermore, a few friends of MotoIQ were also in attendance to join in on some track day fun. Video was taken and many temperatures were measured. Keep on reading to see how the Replay works and different brake systems stacked up.
Khiem Dinh posted on Thursday, January 10, 2013 1:28 PM
Project S2000 - Testing Track Upgrades and Custom Brake Ducts
By Khiem Dinh
All of the stars aligned a few weeks ago and I took Project S2000 to the track. Centerforce clutch and AP1 flywheel – installed and broken-in, Hasport engine mounts – installed and broken-in, custom brake ducts – prototyped and test-fitted, K.R.O.P.S holding track day at Willow Springs – scheduled, other MotoIQ project cars going – check. Custom brake ducts? Let's start with those.
Khiem Dinh posted on Wednesday, December 05, 2012 12:26 AM
Project S2000 - Making a More Responsive Drivetrain
By Khiem Dinh
The AP2 generation of S2000s were made a bit cushier and street friendly compared to the AP1s for the general American consumer. A larger displacement engine along with shorter gearing were specified to give more torque at the wheels which Americans desired. However, Honda also matched a heavier flywheel and modified the clutch system with both negatively impacting the level of track aptitude. Step 2 of Phase 2 is to shift the drivetrain bias more towards the track side of the equation compromising some everyday livability for better performance.
Khiem Dinh posted on Sunday, October 28, 2012 11:05 PM
Project S2000: Phase 2, More Grip
By Khiem Dinh
"Where has Project S2000 been" do you say? I've been having fun and driving the piss out of it. I had completed Phase 1 of the build which was to make a fast, reliable, and uncompromised daily driven street car that could be driven at the track without fear of breaking anything. Well, the car is no longer my daily driver, so I have decided to commence with Phase 2. A Porsche GT3RS is my philosophical car build benchmark; while it CAN be driven on the street, it's not exactly a car that you would want to daily drive as it introduces compromises to DD duties in order to improve track performance. Phase 2, Step 1 = more grip and protecting the engine against increased lateral Gs.
Khiem Dinh posted on Friday, February 17, 2012 2:04 AM
Project S2000 – Hondata KPro Gives More Power and Better Power
By Khiem Dinh
Power delivery is an important characteristic in being able to go quickly; just ask any motorcycle racer where they only have one tire contact patch to put down the power. The S2000's one fault is a poor power delivery curve due to the VTEC engagement. I hate the VTEC engagement and the resulting torque spike which hurts drivability. It is not fun being WOT coming out of a corner and having the torque spike hit. Therefore, my goal was to reduce the spike by changing the VTEC engagement point to smooth out the torque curve and I needed a way to tune the car to meet my goal. The Hondata KPro system met my requirements for the job.
Khiem Dinh posted on Friday, January 13, 2012 7:01 PM
By Khiem Dnih
It started off like any other chat conversation (note: actual words may have been modified from the original text in order to fit the screen and time allotment)
Khiem: Yo Martin, what's happenin man?
Martin: Workin. What's up with you?
Khiem: I need to take the S2k out for a track day in cold weather.
Martin: Oh yeah? I need to take the SE-R out. Speed Trial USA has a day coming up at Streets.
Khiem: Perfect! How much power does that SE-R make...
Khiem Dinh posted on Saturday, October 22, 2011 12:16 AM
Project S2000 - Guest Test Drive
By Vic Y.
I am what you'd consider an auto enthusiast, with a few track days and quick karting times under my belt. I love taking advantage of the fun roads in the Hill Country near Austin (but probably not often enough). On the technical side, I come from an engineering background and the backing of a dozen auto RSS feeds. When the random opportunity came up to visit Khiem in Los Angeles (and drive his tuned S2000), I couldn't turn it down. Having originally driven the car in stock form back in Austin before it made the cross-country trek on I-10, it was good to be reunited with an old friend (and Khiem too).
Khiem Dinh posted on Sunday, October 02, 2011 10:47 PM
Project S2000 - Track Testing Revised KW Clubsports and Earl’s Oil Cooler
By Khiem Dinh
The last track outing for the S2000 showed a few deficiencies still existed in the setup. The most problematic from a reliability standpoint was the scorching oil temperature. From a speed standpoint, the car was still very loose (last track update). Going back to the beginning of the project, you'll remember that we switched the tire sizing from a stock staggered setup (215 widths up front, 245 on the rear) to an even, or non-staggered, setup utilizing 245 width tires front and rear (Part I).