hehe yea theres alot of ppl with over 100k with no probs.. other than usual stuff like the clutch... im goin on 70k with no probs yet.. and I drive pretty hard when i do..

 

If I get one I will be fairly hard on it, but I will be a stickler for maintenance. I want a car I can have fun without and not have to worry about breaking the car. Ithink the S2k is probably the way to go. I love my car now but I'm scared to drive it too hard and quite frankly if I dip into the throttle too much my mileage plummits.

 

Yeah thats what I've always called it too, why? because it costs a lot of money to fix what you break when it happens lol...

 

[QUOTE=6SpeedTA95,Dec 8 2005, 11:52 PM]If I get one I will be fairly hard on it, but I will be a stickler for maintenance.

 

Anytime you drive a car hard it is going to drink gas.

 

Coming from a bolt-on '01 C5 to my '05 S2000, there is a big difference in overall feel. My V8 buddies still trip out when we're rolling down the highway at 4,500rpm in top gear at 85mph. They think the motor is going to blow. haha.

Anyway, warm the engine up, maintain oil level, and change oil at regular intervals, and you can thrash both the 9k motor and 8k motors all day long.

I have 4,500 miles on my '05 and I am not exaggerating when I say that I've redlined it well over a thousand times and probably hit the rev limiter at least 50 times. It's a lease, what can I say? However, I do WARM the motor up and maintain it with good synthetic oil.

 

Maintenance is key on vehicles like this. Like you I drive fairly hard but smoothly. My shifts when I want them to be are very fast but again I'm smooth. I've missed two shifts in my TA in 2.5 years of ownership as opposed to folks who will miss 2 or 3 shifts each time they're at the track. I'm pretty excited about these cars, if my MSFT stock would do something other than stay flat I'd unload it and get one tomorrow

 

when i 1st got my S i would be really conservative when i drove it.. i would shift about maybe 2,500 rpm.. hahaha ( noob yes i know haha ) but as i as the months go on i find myself shifting higher and higher... lol this car is fun! i sorta wish vtec would kick in at 5,500 rpm... thats just my preference

 

Honda Reliability - Cant say more then this

06 Civic Si - 2006 Civic Si Wins Its Class at the 2005 25 Hours of Thunderhill Endurance Race

Civic Si revs to 8400rpms - Race car was Stock Engine internals.
http://www.hondanews.com/CatID2000?mid=200...569617&mime=asc

 

Sorry, bud, but Microsoft stock isn't going to be climbing fast EVER. It's just too big now with way too many shares outstanding. Share price increase is based on potential future growth of a company. MSFT is HUGE already.

Yep, I know how to stay off the clutch as much as possible, rev match when downshifting, and make quick, decisive upshifts. Ran the crap out of my C5 for 40K+ miles with several thousand of those miles on the track (road courses in TX) with no clutch or engine or drivetrain problems period.

Honda built this motor with the intention of running it hard. Especially on the '05 model, the powerband is only between 6k and 8,200 as that is where the VTEC cam is roaring. Anything below that and it's a typical Accord.

Look at the stats of the '04 motor:

2004 Powertrain Main Features

The following are the main features of the S2000 powertrain NOTE THE FORGED INTERNALS, OIL COOLER, ETC.:

2.2-Liter (2178 cc) VTEC Engine

8000rpm rev limit
240 hp @ 7800 rpm
162 lb.-ft. of torque @ 6500 rpm
0-60 mph acceleration in less than 6 seconds
Compact, lightweight engine design aids in ideal (50/50) weight distribution
FRM (Fiber-Reinforced Metal) cylinder liners
87.0 mm bore X 90.7 mm stroke contributes to increased torque band
Rigid aluminum (ladder-type) main bearing support, with cast-iron bearing inserts, enhances engine durability
Lightweight forged-aluminum pistons and heat-treated (carburized), forged-steel connecting rods add durability
Full-floating piston pins eliminate piston noise during warm-up
High-volume oil pump with silent chain drive
Compact, high-efficiency oil cooler
Cast-aluminum oil pan helps minimize engine noise and enhances oil cooling
11.1:1 compression ratio
Compact, DOHC VTEC cylinder head and valvetrain
Lightweight, MIM (Metal-Injection Molded), sintered-steel rocker arms
Low-friction roller-bearing cam-followers
Compact, 2-stage cam-drive with silent chain, scissors gears and fully automatic tensioner
Hollow camshafts function as lubrication path for VTEC valvetrain
Sequential, Multi-Point Programmed Fuel Injection (PGM-FI)
Intake system with straight inlet ports and low-back pressure exhaust system
Electric-motor-driven, multi-port secondary air-assist injection system helps lower hydrocarbon emissions
Meets California's stringent Low-Emission Vehicle (LEV) standard
Compact engine ancillary drive system uses a serpentine drive belt with automatic tensioner
Compact engine ancillaries, such as air-conditioning compressor and water pump, save weight and take up less space
Direct-ignition system with long-lasting platinum-tipped spark plugs
Low back pressure, metal-honeycomb catalytic converter