A stock S2000 has an incredible amount of grip and
incredible steering response with the stock Bridgestone S02 tires. From the
factory, the car is a very neutral and awesome handling car which can partly be
attributed to the excellent OEM S02 tires. The stock 205-55/16 front tires are very narrow compared to
the rear, pessimistically sized 225-50/16 stock tires (they are more like 245's
because of the extremely broad and squared off shoulders). We'll say the ratio of the
front tire width to the rear tire width
is very small and this combination produces a very neutral characteristic.
Things get interesting
when you place Kumho V700 autocross tires on in the available 225-50/16 for the
fronts and 245-45/16 for the rear. This combination now puts a lot more rubber
towards the front than it did on the rear. The ratio of the front tire width to
rear tire width has now increased significantly. The race rubber greatly
increases the traction of the car, but with more grip in the front, it creates a
car with serious oversteering characteristics.
For SCCA Solo2 Stock racing, the front
anti-sway bar is permitted to be changed. Therefore many of these racers have
concentrated on looking for a solution to tame the S2000's
tendency to oversteer through the use of a larger front anti-sway bar. The
stiffer front bar effectively saturates the front tires' traction limit faster and shifts the
balance of the car back to neutral. See this link for an
explanation. However, a super stiff front bar and along
with the S2000's very stiff chassis causes the rear inside tire to spin on a
hard turn. The lifting
causes the rear to lose traction which then creates an oversteering condition
Now onto the bar itself.
Measuring the bar's parameters. See table below.
The ends of the bars are splined so that it will mesh with the
lever arm and lock in place.
This shows the thickness of the
The lever arm has 8 adjustment holes. Using the right most hole
creates a longer "moment arm" (longer lever) and therefore a "softer" bar.
A longer lever makes it easier to twist the bar, so the bar effectively becomes
softer. Using the left
most hole creates a shorter "moment arm" ( shorter lever) and therefore a "stiffer" bar.
A shorter lever makes it harder to twist the bar, so the bar effectively becomes
stiffer. See this link for a full
explanation of anti-sway bar theory.
Front Anti-sway Bar Comparison Table
|Front Anti-sway bars
||31.75 mm spec (32 mm measured)
||6.35 mm (6.75 mm measured)
||close to stock
||close to stock
||19 lbs including hardware
||co-axial adjustable, 5 positions
in 15% increments
||6 point adjustable
||$384 plus shipping
||$750 plus shipping
||$251 plus shipping
Removing the OEM anti-sway bar is relatively simple. Please consult the Helm
Service Manual if you need any further assistance. You'll need an allen wrench and closed box wrench
the endlink from the bar.
Copyright 2002, Temple of VTEC