smith_customs

just would like to ask a quick ? ,does the jdm side markers from an itr look anything like the honda s2000 side markers !

smith_customs

(please move this thread to tech forum plz )

Nawaaz

google is your best friend

bbTeg

See this is why you get made fun of so much.

Today we have the ability to instantly retreive pretty much any information we want, at any time of the day, rain or shine. There are countless ways to go about obtaining the information we seek, but one stands out above others. This glorious website is known as google images.

Google Image Search is a search service created by Google which allows users to search the Web for image content. The feature was originally announced in December 2001. The keywords for the image search are based on the filename of the image, the link text pointing to the image, and text adjacent to the image. When searching for an image, a thumbnail of each matching image is displayed. Then when clicking on a thumbnail, the image is displayed in a frame at the top of the page and the website on which that image was found is displayed in a frame below it, making it easier to see from where the image is coming.

In early 2007 Google implemented an updated user interface for the image search, where much of the information about the image was hidden until the user moused over the thumbnail.[1] This was reverted to the old system after a few weeks.

For more information on google images, visit www.google.ca/images

Honda S2000

The Honda S2000 is a roadster manufactured by the Japanese automaker Honda Motor Company. Launched in April 1999, the car was created to celebrate the company's 50th anniversary and continues the tradition of the company's previous lightweight roadster "S" cars, the S500, S600 and S800. Prices in the United States start at US$34,300.[1]

Design and construction
The S2000 features a front-mid-engine, rear wheel drive layout with power being delivered via a Torsen limited slip differential mated to a six-speed manual transmission.

The car is constructed using an X-bone monocoque frame which is extremely rigid, improving passenger safety and handling. Other features include independent double wishbone suspension, electrically-assisted steering and integrated roll hoops.

The S2000 comes with an electrically powered vinyl top (cloth-lined on the inside and the vinyl exterior is often mistaken for canvas because of its texture), and an OEM hardtop is also available.


[edit] Models

2004 AP2 and 2000 AP1 model S2000s from above—the AP1 has OEM front lip, side strakes, and rear spoiler.The car was originally launched in 1999 as a 2000 model, given the chassis designation AP1. The 2000 model featured 16" wheels with Bridgestone Potenza S-02 tires.

For the 2002 model year, suspension settings were revised and a smaller glass rear windscreen introduced. The plastic rear window was replaced with glass; an electric defroster was added. Other updates included slightly revised taillamps, an upgraded stereo, and a revised engine control unit (ECU).

From its inception in 1999 to 2003, S2000s were manufactured at Honda's Takanezawa, Tochigi plant, alongside the Honda NSX supercar and Honda Insight hybrid.[2] In 2004 production moved to the Suzuka plant.

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The 2004 model introduced newly designed 17" wheels and Bridgestone RE-050 tires along with a retuned suspension that reduced the car's tendency to oversteer. The spring rates and shock absorber damping were altered and the suspension geometry modified to improve stability by reducing toe-in changes under cornering loads. In addition, cosmetic changes were made to the exterior with new front and rear bumpers, revised headlight assemblies, new LED tail-lights, and oval-tipped exhausts. At the same time, Honda introduced a 2.2 L variant to the North American market. The revised car was given the chassis designation AP2.


Custom Honda S2000 from the movie 2 Fast 2 Furious at the Petersen Automotive Museum.The 2006 model introduced a drive by wire throttle, Vehicle Stability Assist system, new wheels, and one new exterior color, Laguna Blue Pearl. Interior changes included revised seats, additional stereo speakers integrated into the headrests, and additional headrest padding where previous seats had helmet depressions and screens. The 2.2 L engine was also introduced to the Japanese market during this time.

In 2007 two exterior colors (Suzuka Blue and Sebring Silver) were dropped, while the Grand Prix White color was re-introduced with a black, red, and gray interior.


2008 Honda S2000 CRThe 2008 model year marked the first time the S2000 was offered in more than one trim level.[3] In addition to the base model, Honda offered a new race-inspired version of the S2000, distinguished by reduced weight, fewer amenities, and a claimed increase in performance. The S2000 CR made its world debut at the 2007 New York International Auto Show on 4 April 2007.[4] Changes for the CR included a quicker (lower-ratio) steering rack, stiffer suspension and all-new Bridgestone Potenza RE070 tires. Rear tires were widened from 245/40R-17 to 255/40R-17 on the CR. A revised body kit, comprised of a redesigned front clip, rear bumper, and a large spoiler, were wind-tunnel tested and claimed to produce positive downforce at speed. The power folding soft top was removed and replaced with additional chassis bracing topped off with a tonneau cover, while the optional removable non-structural hard top became a standard feature on the CR. Finally, in an effort to reduce weight and lower the center of gravity, the spare tire was omitted and air conditioning and stereo were offered only as options. Net weight savings with out the additional hardtop was 90 pounds (41 kg) relative to the standard model. The engine in the S2000 CR was unchanged from the standard trim.[5]

The Honda S2000 CR became available in the fall of 2007 and started at US$36,300. Production volume of less than 2,000 units is expected. Redesigned five-spoke wheels were standard on all S2000s, with bright silver on the base model wheels and a gunmetal color on the CR wheels. All CR models were only available with yellow and black cloth interior.


[edit] Powertrain
The S2000 (2000 to 2003 models) initially came equipped with a 2.0 L (1997 cc) F20C inline 4 cylinder DOHC-VTEC engine producing 243 PS (179 kW, 240 hp) at 8,300 rpm and 153 ft·lbf (208 Nm) of torque at 7,500 rpm, though European versions were rated slightly lower at 240 PS (177 kW, 237 hp) and the Japanese models were quoted with 250 PS (184 kW, 247 hp) at 8,600 rpm due to a small difference in engine compression ratio.[citation needed]

Honda introduced a variant of the F20C engine to the North American market in 2004. Designated F22C1, the engine's stroke was lengthened, increasing its displacement to 2.2 L. At the same time, the redline was reduced from 9,000[6] to 8,000 rpm with a cutout at 8,200 rpm,[7] mandated by the longer travel distance of the pistons. Peak torque was increased by 6% to 162 lb·ft (220 N·m) at 6,200 rpm, and the F22C1 was quoted by Honda as having more torque at lower rpm than the F20C, although power output was the same.[citation needed] Initially, the F22C1 was intended only for the North American market, but it was also introduced in Japan in 2006 with specified power of 242 PS (178 kW, 239 hp). Other markets continued with the 2.0 L version.

In part because of its high-revving nature for a car engine (9,000 rpm rev limit for the 2.0 L and 8,200 rpm for the 2.2 L engines), the S2000 achieves the highest specific power per unit volume of any mass-produced naturally-aspirated automobile piston engine, producing 123.5 hp (92 kW)/L in the Japanese F20C (beating the older record holding Nissan Pulsar VZ-R N1 by 0.375 hp/L (0.28 kW)/L). The compact and lightweight engine, mounted entirely behind the front axle, allows the S2000 to obtain a 50:50 front/rear weight distribution and lower rotational inertia than would otherwise be possible.

In conjunction with its introduction of the F22C1, Honda also changed the transmission gear ratios by shortening the first four gears and lengthening the last two. Another change was the inclusion of a clutch release delay valve to improve drivetrain longevity by reducing shock loads.[citation needed]

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[edit] Fuel economy
United States versions of Honda S2000 require premium unleaded gasoline to operate (91 AKI octane rating, corresponding roughly to 95 RON).

The official fuel economy figures for the Honda S2000 produced by the United States EPA are as follows:

Original ratings (city/combined/highway): 20 mpg (U.S.) (12 L/100 km)/22 mpg (U.S.) (11 L/100 km)/26 mpg (U.S.) (9 L/100 km)
Revised ratings: 18 mpg (U.S.) (13 L/100 km)/20 mpg (U.S.) (12 L/100 km)/24 mpg (U.S.) (10 L/100 km)
The European and Japanese versions are also tuned to run on a minimum of 95 octane unleaded, but 98 is recommended. Fuel economy figures published by Honda UK are 20.6/28.2/35.3 miles per Imperial gallon (urban/combined/suburban). Note that the Imperial gallon is approximately 20% larger than the U.S. gallon.


[edit] Awards
The S2000 was on Car and Driver's Ten Best list for 2000, 2001, 2002 and 2004.
The S2000 was the highest-ranked model in the J.D. Power and Associates Vehicle Dependability Study "Premium Sports Car" class for 2004 and 2006,[8][9] and has consistently held one of the top three positions.
The F20C engine won the International Engine of the Year award in the "1.8 to 2 litre" size category for five years from 2000 through 2004.
The F20C was featured on Ward's 10 Best Engines list for 2000 and 2001.
The S2000 ranked number #1 in the BBC Top Gear survey in 2004, 2005, and 2006[10].
Best Affordable Sports Car for 2008, U.S. News & World Report[11]

[edit] Reviews
The S2000 has received much praise from critics and motoring journalists and has received favourable reviews from such publications as Car and Driver,[12] Car magazine,[13] the Los Angeles Times and Road & Track magazine. Among the features highlighted are the high output of the engine, the high redline, the balanced handling, and the smooth gearbox.


[edit] Pricing and sales
In the United States, the MSRP of the 2008 Honda S2000 is $34,300 USD (not including destination charge).[14][1] The CR trim's base price is $36,300 USD with a $1000 USD option to add air-condition and stereo.

In the United Kingdom, the 2007 model is offered in two trims, Roadster and GT. The GT trim features a removable hard-top and an outside temperature gauge. On-the-road prices of these trims are £27,300 and £27,850, respectively. The S2000 is the second most expensive Honda in the UK, after the Honda Legend.

The largest market for the S2000 worldwide is North America. In addition, considerable numbers are sold in Europe (primarily in the UK) and Japan.

In 2006, 6,271 new Honda S2000s were sold in the United States. 2006 sales of comparable cars were 4,503 units for the Porsche Boxster[15], 11,520 units for the BMW Z4 roadster, 16,897 units for the Mazda MX-5, and 28,381 units for the Pontiac Solstice and the Saturn Sky (combined)[16]. 2,402 units were sold during the first six months of 2007 (34% decline compared with the same period of 2006).

The table below shows units sold by Honda annually in various countries through 2006.

Honda S2000 annual sales and registrations[17] Calendar Year U.S.[18][19] Europe[20] Japan[21] Canada[22] Australia[23]
1999 3,400 1,179 7,209 332 596
2000 6,797 3,948 3,422 412 521
2001 9,682 2,195 1,913 401 308
2002 9,684 2,531 1,471 336
2003 7,888 2,081 961 238
2004 7,320 2,018 1,087 250
2005 7,780
2006 6,271 30
New S2000 sales in North America, Japan, and Europe by country, 2004 Country Units sold
United States 7,320
United Kingdom 1,176
Japan 1,087
Germany 286
Canada 250
Switzerland 86
Italy 82
Belgium[24] 47
France 42
Greece 41
Spain 36
Thailand 35
Portugal 34
Netherlands 29
Austria 15
Sweden 12
Hungary 6
Poland 3
Russia 3
Ireland 2
Norway 1
Non-EU members[25] 120

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[edit] Side turn signals
In most countries outside North America, cars must be equipped with side-mounted turn signal repeaters to make the turn indication visible laterally rather than just to the front and rear of the vehicle. These are permitted, but not required in North America. As an alternative in North America, the front amber sidemarker lights may be wired to flash with the turn signals, but this also is not mandatory. Recently, some automakers have begun incorporating side turn signal devices into the sideview mirror housings, rather than mounting them on the vehicle's fenders. There is some evidence to suggest these mirror-mounted turn signals may be more effective than fender-mounted items.[27]


[edit] Electrical connection & Switching

Two types of dashboard turn signal telltale indicatorsTurn signals are required to blink on and off, or "flash", at a steady rate of between 60 and 120 blinks per minute. International regulations require that all turn signals activated at the same time (i.e., all right signals or all left signals) flash in simultaneous phase with one another; North American regulations permit sidemarkers wired for side turn signal functionality to flash in opposite-phase. Worldwide regulations stipulate an audiovisual telltale when the turn signals are activated; this usually takes the form of one combined or separate left and right green indicator lights on the vehicle's instrument cluster, and a cyclical "tick-tock" noise generated electromechanically or electronically. It is also required that audio and/or visual warning be provided to the vehicle operator in the event of a turn signal's failure to light. This warning is usually provided by a much faster- or slower-than-normal flash rate, visible on the dashboard indicator, and audible via the faster tick-tock sound.

Turn signals are in almost every case activated by means of a horizontal lever protruding from the side of the steering column, though some vehicles have the lever mounted instead to the dashboard. In virtually all left-hand drive cars, the lever is on the left side of the column, and the driver moves the lever up to activate the right turn signal, or down to activate the left. In right-hand drive cars, the placement of the signal lever varies by maker and market. When the lever is located on the right side of the column, the lever is moved down to signal a right turn, up to signal a left. The direction in which the lever must be moved is intuitive, in that the lever must be pivoted to signal in the same direction as the steering wheel must be turned for the car to make either a left or a right turn. Virtually all vehicles have a self-cancelling feature that returns the lever to the neutral (no signal) position as the steering wheel approaches the straight-ahead position after a turn has been made.


[edit] Turn signal colour

Soviet 1974 GAZ-24 Volga's taillight with red stop lamp, amber turn signal and white reversing lampUntil the early 1960s, most front turn signals worldwide emitted white light and most rear turn signals emitted red. Amber front turn signals were voluntarily adopted by the auto industry in the USA for most vehicles beginning in the 1963 model year, though front turn signals were still permitted to emit white light until FMVSS 108 took effect for the 1968 model year, whereupon amber became the only permissible colour for front turn signals. Presently, almost all countries outside North America require that all front, side and rear turn signals produce amber light. In North America the rear signals may be amber or red. International proponents of amber rear signals say they are more easily discernible as turn signals, and US studies in the early 1990s demonstrated improvements in the speed and accuracy of following drivers' reaction to brake lamps when the turn signals were amber rather than red. US regulators and other proponents of red rear turn signals claim there is no proven lifesaving benefit to amber signals.[28][29][30][31][32]


[edit] Sequential turn signals
Sequential turn signals are a feature on some past-model cars whereby multiple lights that produce the rear turn signal do not all flash on and off in phase. Rather, the horizontally-arrayed lamps are illuminated sequentially: the innermost lamp lights and remains illuminated, the next outermost lamp lights and remains illuminated, followed by the next outermost lamp and so on until the outermost lamp lights briefly, at which point all lamps extinguish together and, after a short pause, the cycle begins again. The visual effect is one of outward motion in the direction of the intended turn or lane change. This implementation has generally been found only on American cars that use combination red rear brake and turn signal lamps.

Sequential turn signals were factory fitted to Ford Thunderbirds built between 1965 and 1971, inclusive, to Mercury Cougars between 1967 and 1973, to Shelby Mustangs between 1968 and 1970, and to 1969 Imperials (built by Chrysler). No other production cars were so equipped, initially due to the cost and complexity of the system. Federal Motor Vehicle Safety Standard 108, which regulates automotive lighting, was amended to require that all turn signal lamps operate in synchronized phase, thus prohibiting sequential turn signals.

Two different systems were employed. The earlier, fitted to the 1965 through 1968 Ford-built cars, was electro-mechanical, featuring an electric motor driving, through reduction gearing, a set of three slow-turning cams. These cams would actuate switches to turn on the lights in sequence so long as the turn signal switch was set. This system was complicated and prone to failure, and therefore the units are non-functional in many surviving cars.

Later Ford cars and the 1969 Chrysler Imperial used a transistorized control module with no moving parts; this was much more reliable.

While U.S. Federal and Canadian motor vehicle safety standards prohibit sequential turn signals on vehicles built after 1 January 1970, Federal standards do not apply to vehicles in use, and so extension of this regulation to vehicles in use is left as a matter of choice for each state or province.


[edit] Hazard flashers
International regulations have since the 1960s required vehicles to be equipped with a control which, when activated, flashes the left and right directional signals, front and rear, all at the same time and in phase. This function is meant to be used to indicate a hazard such as a vehicle stopped in or alongside moving traffic, a disabled vehicle, or an exceptionally slow-moving vehicle. Operation of the hazard flashers must be via a control independent of the turn signal control, and audiovisual telltale must be provided to the driver. In vehicles with a separate left and right green turn signal indicator on the dashboard, both left and right indicators may flash to provide visual indication of the hazard flashers' operation. In vehicles with a single green turn signal indicator on the dashboard, a separate red indicator light must be provided for hazard flasher indication.


[edit] Stop lamps (brake lamps)
Red steady-burning rear lights, brighter than the taillamps, are activated when the driver applies the vehicle's brakes. These are called brake lights or stop lamps. They are required to be fitted in multiples of two, symmetrically at the left and right edges of the rear of every vehicle. Outside North America, the range of acceptable intensity for a brake lamp containing one light source (e.g. bulb) is 60 to 185 candelas. In North America, the acceptable range for a single-bulb brake lamp is 80 to 300 candelas.

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[edit] Centre High Mount Stop Lamp (CHMSL)

LED CHMSL retrofitted on a 1974 ValiantIn North America since 1986, in Australia and New Zealand since 1990, and in Europe since 1998, a central brake lamp, mounted higher than the vehicle's left and right brake lamps and called a Centre High Mount Stop Lamp (CHMSL), is also required. The CHMSL (pronounced /ˈtʃɪmzəl/) is also sometimes referred to as the centre brake lamp, the 3rd brake Lamp, the eye-level brake lamp, the safety brake lamp, or the high-level brake lamp. The CHMSL may produce light by means of a single central filament bulb, a row or cluster of filament bulbs or LEDs, or a strip of Neon tube.

Rationale
The stop lamps on vehicles are traditionally placed in the same housing as the tail lights and turn signals. The CHMSL provides a deceleration warning to following drivers, whose view of the braking vehicle's regular stop lamps is blocked by interceding vehicles. It also helps to disambiguate brake vs. turn signal messages in North America, where red rear turn signals identical in appearance to brake lamps are permitted. The CHMSL is required to illuminate steadily; it is not permitted to flash except in certain cases under severe braking.

Placement
On passenger cars, the CHMSL may be placed above the back glass, affixed to the vehicle's interior just inside the back glass, or it may be integrated into the vehicle's deck lid or into a spoiler. Other specialised fitments are sometimes seen; the Land Rover Freelander has the CHMSL on a stalk fixed to the spare wheel carrier. Trucks, vans and commercial vehicles sometimes have the CHMSL mounted to the trailing edge of the vehicle's roof. The CHMSL is required by regulations worldwide to be centred laterally on the vehicle, though ECE R48 permits lateral offset of up to 15 cm if the vehicle's lateral centre is not coincident with a fixed body panel, but instead separates movable components such as doors. The Renault Master van, for example, uses a laterally offset CHMSL for this reason. The height of the CHMSL is also regulated, in absolute terms and with respect to the mounting height of the vehicle's conventional left and right brake lamps. Depending on the left and right lamps' height, the CHMSL isn't always mounted relatively very high; its lower edge may be just above the left and right lamps' upper edge.

History
The 1968–1971 Ford Thunderbird could be ordered with additional high-mounted brake and turn signal lights. These were fitted in strips on either side of its small rear window. This option was rarely specified. The Oldsmobile Toronado from 1971-1978 had dual high-mounted supplemental brake lights as standard. These innovations were not widely adopted at the time. Auto and lamp manufacturers in Germany experimented with dual high-mount supplemental brake lamps in the early 1980s, but this effort, too, failed to gain wide popular or regulatory support.

Early studies involving taxicabs and other fleet vehicles found that a third stop lamp reduced rear-end collisions by about 50%. The lamp's novelty probably played a role, since today the lamp is credited with reducing collisions by about 5%. [33]

In 1986, the United States National Highway Traffic Safety Administration and Transport Canada mandated that all new passenger cars have a CHMSL installed. Because Elizabeth Dole was Secretary of Transportation at the time, these lights were occasionally referred to as "Dole lights"[citation needed]. A CHMSL was required on all new light trucks and vans starting in 1994. CHMSLs are so inexpensive to incorporate into a vehicle that even if the lamps prevent only a few percent of rear end collisions they remain a cost-effective safety feature.


[edit] Emergency Braking Display
Mercedes-Benz, Volvo[34], and BMW have released vehicles equipped with brake lamps having a standard appearance when the driver brakes normally, and a unique appearance when the driver applies the brakes rapidly and severely, as for example in an emergency. Mercedes' concept is to flash the brake lamps rapidly under heavy deceleration, Volvo makes the brake lamps brighter, and BMW is experimenting with brake lamps that "grow larger" under hard braking, through the use of additional lighted compartments not activated under normal braking.

The Volkswagen Group of manufacturers (VW, Audi,Seat & Skoda) also have a system on all newer models[vague] that will turn on the hazard flasher under braking conditions hard enough to activate the Emergency Brake Assist and/or ABS.

The idea behind such emergency-braking indicator systems is to catch following drivers' attention with special urgency. However, there remains considerable debate over whether the system offers a measurable increase in safety performance. To date, studies of vehicles in service have not shown any significant such improvement. The systems used by BMW, Volvo, and Mercedes differ not only in operational mode (growing vs. intensifying vs. flashing, respectively), but also in such parameters as deceleration threshold of activation. Data are being collected and analyzed in an effort to determine how such a system might be implemented to maximize a safety benefit, if such a benefit can be realized with visual emergency braking displays. One potentially problematic factor in the implementation of flashing stop lamps in North America is that North American regulations permit flashing brake lamps to be used in lieu of separate rear turn signal and hazard warning lamps.


[edit] Reversing lamps
To provide illumination to the rear when backing up, and to warn adjacent vehicle operators and pedestrians of a vehicle's rearward motion, each vehicle must be equipped with at least one rear-mounted, rear-facing reversing lamp (or "backup light"). These are currently required to produce white light by U.S. and international ECE regulations. However, in the past, some countries have permitted amber reversing lamps. A notable example is Australia, which permitted amber reversing lamps until the early 1980s when ECE regulations were adopted in supersession of the Australian national regulations. Vehicle manufacturers, faced with the task of localizing American cars originally equipped with combination red brake/turn signal lamps and white reversing lamps, were able to combine the (mandatorily amber) rear turn signal and (optionally amber) reversing lamp function, and so comply with the regulations without the need to add additional lighting devices to the rear of the vehicles.


[edit] Convenience lights
Most cars have at least one dome light located in or near the ceiling of the passenger compartment, to provide illumination by which to fasten seatbelts and enter or exit the car. These often have an option to switch on when the front (or all) passenger doors are opened. There may be additional map lights. Some vehicles have approach lighting (puddle lights) integrated into the exterior mirrors or lower edges of the doors that is activated via key fob. Many cars also have lights in the trunk (or boot), the engine compartment, and the glovebox and other storage compartments.

Most instruments and controls on a dashboard in modern vehicles are illuminated in some fashion when the headlamps are turned on.


[edit] Construction and technology

[edit] Light sources

[edit] Incandescent light bulbs
Traditionally, an incandescent tungsten light bulb has been the light source used in all of the various automotive signalling and marking lamps. Typically, bulbs of 21 to 27 watts, producing 280 to 570 lumens (22 to 45 Mean Spherical Candlepower) are used for brake, turn, reversing and rear fog lamps, while bulbs of 4 to 10 W, producing 40 to 130 lm (3 to 10 mscp) are used for tail lamps, parking lamps, sidemarker lamps and side turn signal repeaters.


[edit] Halogen
Tungsten-halogen light bulbs are a very common light source for headlamps and other forward illumination functions. Some recent-model vehicles use small halogen bulbs for exterior signalling and marking functions, as well.


[edit] "Xenon"
Main article: Headlamp
The devices popularly known as "Xenon headlamps" actually incorporate Metal halide light sources, and are known as high-intensity discharge, or HID lamps.

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[edit] Neon tubes
Neon lamp tubes were introduced into wide------ production for the CHMSL on the 1995 Ford Explorer, and notable later uses included the 1998 Lincoln Mark VIII, with a neon tube spanning the width of the trunk decklid, and the BMW Z8, which made extensive use of neon. Numerous concept cars have included neon lamp features, from such manufacturers as Volvo. Hella offered an aftermarket neon CHMSL in the late 1990s.

The linear packaging of the neon light source lends itself to the linear packaging favored for many CHMSL installations, and neon lights offer the same nearly-instant rise time benefit as LEDs. However, neon tubes require an expensive and relatively power-hungry ballast (power supply unit), and as a result, neon lights have not found significant long-term popularity as sources of light for automotive signaling.


[edit] Light emitting diodes (LED)
LEDs are being used with increasing frequency in automotive lamps. They offer very long service life, extreme vibration resistance, and can permit considerably shallower packaging compared to most bulb-type assemblies. LEDs also offer a significant safety performance benefit when employed in brake lights, for when power is applied they rise to full intensity approximately 200 milliseconds (0.2 seconds) faster than incandescent bulbs. This fast rise time not only improves the attentional conspicuity of the brake lamp, but also provides following drivers with increased time in which to react to the appearance of the brake lamps.

LEDs were first applied to automotive lighting in Centre High Mount Brake Lamps (CHMSL), beginning in the early 1990s. Adoption of LEDs for other signal functions on passenger cars has been slow, but is beginning to increase with demand for the technology and related styling updates. The 2007 Audi R8 supercar uses two strips of optically-focused high-intensity LEDs for its Daytime Running Lamps. Optional on the R8 in ECE markets is the world's first LED headlamp. The low and high beams along with the position (parking) lamp and front turn signal are all realized with LEDs. The Lexus LS 600h features LED low beam, position and sidemarker lamps in North America, and the 2009 Cadillac Escalade Platinum uses LEDs for the low and high beams, as well as for the position and sidemarker lamps.

The commercial vehicle industry has rapidly adopted LEDs for virtually all signaling and marking functions on trucks and buses, because in addition to the fast rise time and concomitant safety benefit, LEDs' extremely long service life reduces vehicle downtime. Almost all commercial vehicles use exterior lighting devices of standardised format and fitment, which has cost-reduced and sped the changeover.


[edit] Variable-intensity signal lamps
Internationalized ECE regulations explicitly permit vehicle signal lamps with intensity automatically increased during bright daylight hours when sunlight reduces the effectiveness of the brake lamps, and automatically decreased during hours of darkness when glare could be a concern. Both US and ECE regulations contain provisions for determining the minimum and maximum acceptable intensity for lamps that contain more than a single light source.



So to answer your question:

S2K


Integra

VinceTEC

iTrader: (1)

So they're the same, thanks

bbTeg

Well not exactly. The teg ones are metric, S2K ones are imperial. They use a different kind of copper wiring.

Hope this clears things up.

VinceTEC

iTrader: (1)

Yeah, I thought so... but will my car become imperial if I install the S2K ones? Will I need to convert the rest of my wiring to JDM spec?

EDIT: nevermind, i'm so stupid... i should have read the FAQ

dc24me

man, that's great info like usual!! with your knowledge, you should consider opening up a custom car or motorsport shop.

bbTeg

Nah I'd rather leave that up to the professionals.

ednyboo

i have a pair of s2000 amber sider markers if you want.
i also do have AP2 Taillight if u want to do s2k conversion on ur integra