Are the 2.2 engines any better than the 2000cc engines?

 

From a design point of view, no - as they are basically just stroked which gives much worse rod angles compared to the nigh on perfect F20C .

The F22 makes peak power a little lower at 7800rpm compared to the 8300rpm of the F20 and peak torque is up from 153lb.ft @ 7500rpm to 162lb.ft @ 6800rpm.

I don't even know why the engine was changed for the American market, as the rest of the world retained the F20C for the rest of the car's life (with the exception of Japan where they also switched to the F22C in 2008).

As a wild guess, I would suggest that the change in the US was due to the fact that the revvy nature of the engine was somewhat alien to them and maybe the adage of "there ain't no replacement for displacement" was applied to meet some of the complaints I can imagine levied by the journos and buying public about the lack of bottom end power .

 

There is more of mid-range power (torque times revs) available from the 2.2 engine over the 2.0 and mid-range is where folks drive, not bumping the rev-limiter. Honda thought it a good enough idea to up the torque (via displacement) for the USA and Japan. Why they left the "little engine" in the rest of the world is hard to guess but has triggered discussions for 13 years. I suspect 9000 rpm was in many respects a marketing gimmick. Sure got the car noticed at the time.

There is a strange fascination with engine revolutions here. 9000 is not better than 8400, just different. And vice versa. Where the power is available in the rev band is key and the 2.2 engine power band is broader. Both engines are listed at the same maximum horsepower at revolutions rarely used.

-- Chuck

 

It may have a more a broader curve lower down, but the F20 has a broader curve higher up. The F22 VTEC zone is only 2200rpm wide, where the F20 is 2800rpm - but as you say, horses for courses. I like the thrill of stretching the F20 through-out it's rev range.

Japan didn't get the AP2 though until the last two years of it's model life (some four years after the US), again not sure what the change was for, but could have been emission driven. Would be interesting to see what CO² figures the AP2 is quoted as? The AP1 is 237g/km which puts it in quite a high tax bracket considering it's performance level.

 

Exactly. Personally I think the gain in torque with the US ap2 is minimal and of no consequence, not worth the loss of the higher revs. There are other qualities of the US ap1 as well related to handling and gearing that I prefer slightly over the ap2. But - I agree - both cars are pure joy. To each his own.

 

I have one of each, ask me which is more fulfilling and fun to drive.

+ and - on both ends but everyone has their thoughts and I have yet to see fact on either version.

 

There were things about the early engines that needed tweaking, like banjo bolts, and by 2004 there were things like the cylinder construction was updated so the engines didn't burn oil, and the valve springs were more robust - I'd assume that change was for all engines from 2004 on regardless of size. I think its better to think in terms of later engine iterations were better than earlier because some of the minor issues had been worked out.

 

I remember vividly the first test drive I had in an S2000; it was a yellow 03 and I was hooked. I certainly remember watching the revs continue to climb seemingly forever as I took an onramp and got onto a highway. This was in 2004, and after that, it was a matter of deciding which version I wanted - AP1 or AP2 - and if I could get the color I wanted, which took another three months. Ultimately I preferred the more accessible nature of the 04, in addition to a number of other things, but it was the 03 that sold me on the car in the first place. I DD my S, so I wanted the best daily experience, but if the S was a second or third car, maybe it would be different.

Honda made something special in the S2000, probably just as much by luck as design, so any good example you can get is worth having.

 

Thanks for all comments

 

some says from 2004 onward, chassis code with AP1 - 130/135/200 have revised rear suspension geometry update. Includeing rear subframe, rear knuckles, upper control arms.
JDM spec S2000 AP1-130 started manufuaturing from 2003. In Australia, my MY2000 AP1 is AP1-130. Which is very confusing.
And hard to find out is chassis 130 onward variant have updated rear geometry or not.