If you read Super Street every month like you should, then you're thinking the same thing I was a few weeks back. Wonger assigns me what you see here, the C-West carbon S2000 Prototype II. Hmm, I pause for a minute, "Yo, didn't we cover this thing already? Deus Ex Machine, right?" He stops long enough to put his Pink DS Lite down (I love my pink DS. -JW), turns to me and says, "No, we didn't. This one is lighter and has five-spoke wheels." Hey, what do I know? I just work here.
Contrary to what Seor Wong thinks, there is a huge difference between this new C-West time attack S2000 and its predecessor-and there's proof from its performances. Like the first proto, the Prototype II features multiple forms of carbon composite to reduce curb weight and improve power-to-weight ratio. Through extensive R&D, C-West was able bring its weight down from 2,855 lb to 2,191 the first time around; for the Prototype II, C-West engineers scraped another 62 lb (roughly the same weight as Little Bitch Justin in high school), down to 2,129 lb. Most of the weight-saving was done on the exterior by using PCC, PPCC, CHC, DCC and a little OPP. The weight reduction improved the S2000's lap time at Central Circuit from 1:27.8 to 1.26.9. To put it into perspective, let's do a little comparison. The C-West Prototype II has a power-to-weight ratio of 7.6. In other words, it has 7.6 pounds for every horsey. The Porsche 911 Turbo, which is in no way a slow car, has a power-to-weight ratio of 8.3 pounds. How's that grab you?
A lightened curb weight and revised composite materials aren't the only changes to the S2000. C-West was able to complete much of the intended work that never made it into the original Prototype. Take, for instance, the carbon induction box and plenum, both of which have been fully redesigned for maximum efficiency and flow. Previously, the S2000 had used a stock plenum, a unit more prone to heat-soak. The newer intake piece and plenum look pretty trick, but it's all about function; a TRACY original throttle body is verification of the increased performance expectations from the C-West team.
Changing out the intake, moving the catch can and deleting the ABS are pretty easy tasks for an outfit like C-West or even Ricky at Project Car magazine. The battery was moved to accommodate the aforementioned catch can. A few of the pulleys were also removed and replaced to free up some missing horsepower. Did we mention the stock headers are finally gone? The Prototype II was fitted with a shiny exhaust manifold from Mugen. Where the work goes from basic to one-off fabrication is in modifications like the removal of the stock frame reinforcement. Removal of this steel beam allowed C-West to place the C-West aluminum radiator in true V-mount configuration, increasing airflow to water flowing within the engine. A custom-welded reinforcement bar replaces the old one, but this time it's aft of the radiator, connecting the left strut tower to the right one.
Since C-West wasn't necessarily after increased horsepower, the goal instead was response across the powerband. The engineers had to find a way to maximize 280 hp and less than 200 lb-ft of torque. A fully stitch-welded body does wonders for rigidity, but Mugen upgraded bushings and Tein dampers can't hurt. Spring rates on the front and rear are aggressive, but entirely necessary for the track.