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After driving the S40 for just under a year, I decided to trade it in for an S2000. Observations:<p>Both driven carefully, the Volvo's consumption is better. 10km/l v 12km/l.<br>The windnoise in both (S2000's top up) is comparable. Yes, the windnoise in my S40 was THAT bad. Now I don't mind the slight hiss. <br>I'm VERY glad I sold it when I did. The 2nd hand market for S40s took a MASSIVE plunge. <br>FWD to RWD. Hmmm. Handling could not be more different. <br>S40 easier to drive in traffic. Easier to drive anywhere. S2000 more REWARDING to drive. <br>More rattles in the S40. <br>Thought the "lack" of torque in the S2000 would be a problem. It isn't, just means more gearchanges. <br>The S40 is faster than most people think. <br>My girlfriend liked the S40 more. She will not let me hit VTEC in the S2000.<br>No more "Grandpa" jokes.<br>No more good stereo.<br>No more having to taxi the whole team to meetings.<br>I do miss the S40. Almost every day. Then I get into the S2000. <p>The S40s are really nice cars, we all know that, and sans the odd lemon, they are good cars. Mine just did not "speak to me".<p>Would I buy one again? <p>Yes. In fact, was going to keep it until the C70 became available. Now that prices are known for the C70, it's a rediculous to even think that.<p><br>
 

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Re: Trading the T5 for an S2000 - Six months on (zeabre)

not allowed to hit vtec in the s2000? sheesh. that must be painful.<p>one of my friends just got a S2000 and traded in his S60 T5. loving everyminute of it. it really is a fantastic car.
 

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Painful ?!? I'm thinking of trading in the girlfriend! <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/wink.gif" BORDER="0"><p>Up here at reef the S40 would stand a very good chance against the S2000. With the Volvo, it's quite easy to launch, whereas with the S2000, it's quite tricky...
 

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"VTEC kicking in..."<p>Pardon my little soapbox rant, but this is a peeve of mine. VTEC doesn't "kick in". You don't "hit it". It is no magical surge of power only present in Hondas.<p>It is Honda's term for variable valve timing. Toyota for example calls it VVTI. My wife's RAV4 has it, my Civic had it, my Volvo has it, BMW has it, and on and on.<p>It's technology that varies the valve timing to keep the engine performing efficiently while minimizing fuel consumption, based on the demand the driver puts on the engine. It's present in practically every modern engine, and it's working all the time. Again, and contrary to legions of ricer's beliefs, it doesn't "kick in".
 

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Re: (dneal)

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>dneal</b> »</i></TD></TR><TR><TD CLASS="quote">"Again, and contrary to legions of ricer's beliefs, it doesn't "kick in".</TD></TR></TABLE><p>Not necessarily a "kicking in"......but there is a point in the RPM curve where it does enhance performance.
 

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Re: (MagoonR)

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>MagoonR</b> »</i></TD></TR><TR><TD CLASS="quote">Not necessarily a "kicking in"......but there is a point in the RPM curve where it does enhance performance.</TD></TR></TABLE><p>Yes, and the old engines did have a "kicking in" It wasn't constantly variable like it is today. My old Integra GSR had a different profile on the same cam, at a certain RPM it would (slide over? I can't remember now) and the characteristics would change dramatically (really fun actually). It was around 5600 or so if I remember correctly and would go all the way up to 8000.<p>Basically it was like the engine quickly dropped in a different cam at a certain point.<BR><BR>
<i>Modified by TFS at 9:59 AM 2-9-2006</i>
 

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There's a "sweet spot" in every engine. My old FZR seemed like it had twice the power when it hit about 4800 RPM. Nothing "kicked in", and nothing "enhanced it's performance". Same as VTEC. It's maximizing performance throughout the RPM spread when you're flogging the car.<p>Unless Acura is able to alter the laws of physics and reshape the cam lobe on the fly, or shift from one lobe to another while the cams are spinning thousands of RPMs, then your Acura did not have a different profile on the same cam. All it can do is adjust the timing of the valves opening and closing relative to the position of the pistion and the time of the spark.
 

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Re: (dneal)

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>dneal</b> »</i></TD></TR><TR><TD CLASS="quote">There's a "sweet spot" in every engine. My old FZR seemed like it had twice the power when it hit about 4800 RPM. Nothing "kicked in", and nothing "enhanced it's performance". Same as VTEC. It's maximizing performance throughout the RPM spread when you're flogging the car.<p>Unless Acura is able to alter the laws of physics and reshape the cam lobe on the fly, or shift from one lobe to another while the cams are spinning thousands of RPMs, then your Acura did not have a different profile on the same cam.</TD></TR></TABLE> But it IS "kicking in" (at least in my humble opinion) because at a specific rpm (not variable on the old ones) it changes the cam profile.<p>Here, I found a description. And I was wrong, the Cam doesn't move, it has 2 lobes side by side of different profiles, when it gets to a certain RPM, a hydrolic pin connects the 2 together which causes it to run on the "wilder" profile.<p><TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote »</i></TD></TR><TR><TD CLASS="quote">To start on the basic principle, examine the simple diagram below. It comprises a camshaft with two cam-lobes side-by-side. These lobes drives two side-by-side valve rocker arms.<p>The two cam/rocker pairs operates independently of each other. One of the two cam-lobes are intentionally drawn to be different. The one on the left has a "wilder" profile, it will open its valve earlier, open it more, and close it later, compared to the one on the right. Under normal operation, each pair of cam-lobe/rocker-arm assembly will work independently of each other.<br> <p>VTEC uses the pin actuation mechanism to link the mild-cam rocker arm to the wild-cam rocker arm. This effectively makes the two rocker arms operate as one. This "composite" rocker arm(s) now clearly follows the wild-cam profile of the left rocker arm. This in essence is the basic working principle of all of Honda's VTEC engines.</TD></TR></TABLE><p> <IMG SRC="http://asia.vtec.net/spfeature/vtecimpl/img2.jpg" BORDER="0"><p> <IMG SRC="http://asia.vtec.net/spfeature/vtecimpl/img3.jpg" BORDER="0"><p>Not trying to argue, just trying to explain it how I understand it. And from what I understand, i-VTEC (used on all their cars now basically) is different to the VTEC of old.
 

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Re: (TFS)

You guys should go read up on the new Volvo six, same variable cam profile. From <A HREF="http://volvocars-pr.com/index.asp?mediaid=3512&menupar=newsroom&lang=1&flash=0&menuhighlight=archive" TARGET="_blank">http://volvocars-pr.com/index....chive</A>:<p><I><B>CPS (Cam Profile Switching)</B> <p>CPS means that the camshaft is designed such that the inlet valves are lifted to two different heights depending on engine speed and load. <p> In normal driving with normal throttle opening and low engine revs, fuel consumption is modest yet torque is sufficient to provide good driveability. <p> In more enthusiastic driving, which involves full throttle opening and high engine revs, the engine response to acceleration is instantaneous, providing a massive thrust of power at both low and at high speeds. </I><p>I totally agree on Honda VTEC, it's useless until about 6000rpm, then it's Whoa Nellie. Very hard to get the best out of in normal driving. Kind of hard to avoid attracting attention at 6krpm in second gear.<p>Tom.
 

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TFS - Yep, that's the old VTEC, and the extra lobe is engaged at high RPM. That lobe does have a different profile, higher lift with longer duration. The difference with the i-VTEC is that Honda adds variable lobe position for the normally engaged lobes.<p>Here's the thing though. A 160hp civic si engine isn't getting anything extra through VTEC, which is why they rate their hp at 6000 rpm or so. You're not getting an extra boost of power, you're getting robbed of the "extra" horses until you reach that RPM.
 

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Just my two cents, but I have the laminated glass and I can tell you one thing. My car is more quiet than just about every car I have ridden in. I'm not sure how much this helps, but I can tell you that there isn't a convertible on the road that is that quiet. Maybe it is night and day compared to the regular glass.
 

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Dneal, as for the "kicking in", would you have been less "offended" if I had used another word? Would it have been better if I said "reached VTEC"? Either way, <insert your word here Dneal> VTEC, at 6200RPM you get pushed back into the seat, especially the lower gears. The same feeling as the old 154kw Audi S3s. There's NOTHING gradual about it. <p>Yes, it is more difficult to drive in traffic, but not impossible at all. Below 6k RPM, it acts like a standard 1.8/2litre car. I quite often drive the 15km of traffic, stop and go congestion without ever getting close to VTEC, keeping up and able to pass perfectly well.<p>As for pet peeves, not every person driving a Japanese car is a ricer. The same for every person driving a Volvo not being a Soccer mom or retiree. (No offence to anyone falling in any of the above-mentioned classes)<p>Rlong, you're one of the lucky few <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/wink.gif" BORDER="0"> After two trips to the dealers they still could not sort out my windnoise problem.
 

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<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote »</i></TD></TR><TR><TD CLASS="quote">VTEC, at 6200RPM you get pushed back into the seat, especially the lower gears. The same feeling as the old 154kw Audi S3s. There's NOTHING gradual about it. </TD></TR></TABLE><p>LMAO!!! Yeah, you're a regular Mad Max in a "last-of-the-V8-Interceptors" when the VTEC hits...<p>Keep 'em coming, you're hilarious!
 

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Re: (dneal)

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>dneal</b> »</i></TD></TR><TR><TD CLASS="quote"><br>Here's the thing though. A 160hp civic si engine isn't getting anything extra through VTEC, which is why they rate their hp at 6000 rpm or so. You're not getting an extra boost of power, you're getting robbed of the "extra" horses until you reach that RPM.</TD></TR></TABLE><p>Well, actually, I think you are losing. If you only used one of the cam profiles instead of 2, you'd either lose bottom end torque or hp up top depending on which profile you chose. This way you can have a bit of both.
 

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Discussion Starter #15
dneal, glad I could brighten up your life.<p>Here's a lollipop for you. You're just a regular man's man eh? <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/wink.gif" BORDER="0"> Chuck Norris has nothing on you <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/wink.gif" BORDER="0"><p>Was it the "pushed back in the seat" that got you worked up this time?
 

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Re: (zeabre)

LOL at this <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/biggrin.gif" BORDER="0"> <p>It's probably the beaded seat back that's disguising the "push in the back" for Dneal and making it feel like sciatica instead <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/wink.gif" BORDER="0"> <p><br>Chill man, there is a definite kick, you can even see it from the outside as said equipped car seems to just hitch up it's skirt and run off down the road.
 
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