There is no more vagueness in the clutch pedal and I know 100% when the clutch engaging the flywheel & pressure plate. Even downshifts into 2nd at 40mph are smoother.
With the CDV removed, my shifts are smooth into all the gears. People used to make fun of me for having rough shifts into 2nd gear.
#HONDA S2000 CLUTCH DELAY VALVE INSTALL#
Since I'm replacing the Clutch Master Cylinder (CMC), I might as well replace the Clutch Slave Cylinder (CSV) and remove the Clutch Delay Valve (CDV).Īfter having a local shop install my new parts, I noticed the clutch pedal was heavier and engaged consistently. Time to go drive with the top down.My clutch master cylinder decided to shit itself internally and gave me a clutch pedal with more sudden freeplay. Fortunately, as I write this, the weather is perfect. This is my DD and there is just something comforting about having a system that can read information and react faster than a human can watching over me when I am driving to work in typhoon level rain. This is not a fair weather car for me as it is for many. Why get an AP2 then? The reason I bought one was basically for the Stability Control system that Honda added to the AP2.
Both are great, but the AP2 does cost significantly more at around the upper teens to lower twenties for most while I have seen some AP1s for sale at around 10 grand. When it comes to choosing between the two generations, most buyers are limited by cost. Honda was protecting S2000 owners from themselves. This clutch delay valve (CDV as it is usually called) prevented the clutch from fully engaging if the clutch was suddenly and completely let out. If you do burnouts and try to race at every chance you get, you will eventually break something. I am just saying, if you treat your car rough, expect to pay for it. I assume Honda added it mainly because AP1 owners kept trying to launch their cars as hard as possible all the time, were destroying their drive trains, and then were complaining when they had to pay out of pocket for the expensive repairs. This final point is the source of much contention. The lower gears were given shorter ratios, a taller ratio was added to 6th gear for fuel economy (lol, like any one cares I can testify it does little difference), and a clutch delay valve was added. This second article that Honda released goes more in depth with the powertrain changes between the two models. The main differences that the article mentions, but does not dwell on are that the displacement was increased from 2.0L to 2.2L due to an increased stroke (a 6.7 mm increase), the max RPM was dropped from 8,800 to 8,000, and power is generated lower and delivered faster in the power band in the AP2. Both are loud, sharp handling, and just an allover raw experience. In my personal experience, both cars are very similar. This first article I found is a press release from Honda describing the changes that were made by its engineer’s from one generation to the next.
I have driven several examples of both, but the one I personally own in a second gen. To those less familiar with the Honda S2000, there are only two generations: the 1999-2003 AP1 and the 2004-2009 AP2. I wanted to share two articles with you all that I was able to dig up.
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