They don’t make sports cars like they used to, for better and worse, and the Honda S2000 is a prime example of that. Tales of its great exploits are widely known, from its addictive engine, playful dynamics when stock, and on-track prowess when modified. But so are its glaring shortcomings, from its quirky ergonomics, ho-hum steering feel, and, er, what some say are overly playful dynamics when stock. But that combination shouldn’t be feared as a bad thing when they equate to an engaging, invigorating experience.
I had a heated discussion with an old friend, with his take being that a Honda S2000 is not that great of an experience and is undeserving of the pedestal it’s placed on, and a Scion FR-S is a vastly superior driver’s car. Bah! I stood up for the Honda, defending a car I’ve never owned but have driven in fleeting moments, but those were just enough to come to a strong enough conclusion.
Has it become easier to forget how great of a driver’s car the S2000 was and still is? It better not have, not while it’s a formula to be cherished in this era of forced induction and electrification. Thanks (again) to my friend Joe, owner of the NA Miata I reviewed a moment ago, I sampled a 99.9% stock 2002 AP1 S2000 in the dusty hills outside Las Vegas to see if Johnny Tran’s Honda of choice of Honda still stands proud today.
What Is It?
Produced from 1999 to 2009, the S2000 was the spiritual successor to Honda’s S500, S600, and S800 roadsters, cutesy sports cars with tiny engines and big spirits. The S2000’s mission was simple. Just be a damn good sports car to usher Honda into a new millennium. It was already a rarity among Hondas upon debut, being a rear-drive, two-seater sports car and not some spin-off of an econobox. The only other Honda product at the time that vaguely mirrored that formula was the NSX.
Thanks to Joe, I had a chance to sample his AP1 variant, the chassis code denoting that it’s of the first batch produced until 2004. Akin to the naming convention of the vintage roadsters, the S2000 wielded a 2.0-liter engine, dubbed F20C, producing 240 horsepower at 8,300 rpm and 153 pound-feet at 7,500 rpm, mile markers you pass en route to the 9,000-rpm summit. Never mind that the AP2 was still called an S2000 yet was stroked to 2.2 liters.
Specs:
Current Values: $20,000 to $35,000 (based on condition)
Powertrain: 2.0L DOHC inline-four // 6-speed manual
Horsepower: 240 horsepower @ 8,300 RPM
Torque: 153 pound-feet @ 7,500 RPM
Seating Capacity: 2
Cargo Volume: 5.0 cubic feet
Curb Weight: approx. 2,810 pounds
Like Joe’s Miata, this S2000 is a well-preserved beauty that offers a glimpse into 2000s-era motoring. It’s arguably a better relic than his Miata being less modified, with stock suspension, stock wheels, and a minor exhaust mod that uncorks the stock exhaust a wee bit. Joe’s S2000 does have more miles than his Miata by a negligible amount, showing 69,000 miles on the clock.
Fine, It Can Still Be A Hairdresser’s Whip… Sort Of
The S2000 will always be a dandy runabout for weekend errands, and that’s before you ever come close to exploiting VTEC. Its leather seats are plush, offering ample support for highway stints, while that rambunctious four-banger has no issues humming along in sixth gear at 80 mph. Its ride is firm but never harsh, and it soaks most Nevadan expansion joints and potholes without much fret.
The power soft top is perhaps too well-insulated. On a stock car, it hides more exhaust and induction noise than I expected, but that means NVH is unobtrusive for the bold bunch who actually bought one to daily drive. In fact, the only real strikes against the S2000 are blatant ergonomic quirks that scream, “What the hell are you doing? I’m a sports car, not a goddamn Accord.”
Its trunk dwarfs obvious rivals like the MX-5 Miata, but only barely. You and your passenger are also fighting for that one cupholder that’s inconveniently in the way of your shifting arm. The hideaway single-din radio limits your choices of aftermarket head units; no CarPlay screens unless you opt for one of those goofy pop-out ones. The stock seats in their lowest position may prove to be in a compromised position for taller occupants, as might the non-telescoping steering wheel. Like I say for many old Japanese sports cars, sit in one before you buy!
Yeah. S2000s are definitely not for the vertically gifted. As if they don’t have it bad enough with how often they’re asked how the weather is up there. It’s a shame how this car gate keeps taller drivers from its polarizing but addicting experience, as it’s something all enthusiasts ought to experience once.
A Four-Wheeled Blade Dance
The sleek but tame design of the S2000 masks its driving characteristics under a thin veil, easily lifted at the wack of the gas pedal. The longitudinally-mounted, double-overhead-cam F20C is a joyous WABAC device, propelling you into an age where natural aspiration was correct aspiration. Paired with appropriately short gears, worked by a delightfully mechanical shifter that’s Honda-trademark good, the F20C smoothly and sonorously howls to nine grand, with VTEC resulting in a tangible difference you feel and hear.
240 horsepower is plenty for a car this light – roughly as light as today’s GR86 – as it was the most power-dense naturally aspirated engine of its time for a short period, with 120 horsepower per liter. Its lofty power and torque peaks aren’t really obstacles when they come this easy. Not that I would want more power without first coming to grips with that butt-puckering chassis.
Whereas any Miata or today’s GR86 are kind-hearted partners, willing to obey every command, an S2000 is, well, it’s that but also not. It’s a sharp, responsive, lovably direct car with a coked-up giddiness that not many have today. It can also be a conniving bitch that’ll stab you in the back at what it perceives as the slightest hint of incompetence, and boy, is this car distrusting. But is it masochistic of me to say that I adore it because of that?
The double-wishbone front end and 205-wide front tires grapple the road like it owes it money. Understeer, at least on the dusty hills outside Las Vegas, was nowhere to be found, even as Joe and I caned it with anger in our souls and sand in our eyes. But that ass end loves to shimmy around, even with the staggered wheel setup’s 225-wide rear tires. Whether you’re trailbraking, accelerating over a crest, or Scandi flicking, it’ll wag loose sooner and more abruptly than you’d expect. Maybe it’s torque from the short gears, the infamously quirky rear suspension geometry, the Torsen rear diff, or all of the above. But a wary mind and quick hands can ease its nerves.
Some call that frustrating and prefer the AP2’s comparatively buttoned-down manners, and they wouldn’t be wrong. But there’s pleasure in something that makes you tug at its reigns to make it heel before sweetening up to you, later showing the razor-edged responsiveness that’s another hallmark of the S2000. As Joe put it best, it’s a rewarding challenge that’s a hoot to get right.
If you’re down for that hair-raising of a driving experience, the only other sore thumb is its electric power-assisted steering (EPAS). It’s an old system that’s appreciably hefty and quick on its toes but doesn’t quite weigh up appropriately under load. It could just be this car, but I’m told old Honda EPAS systems were never the best. Boo!
Heads up to tinkerers who can’t leave shit alone. Feel free to bask in the quintillions of dollars in aftermarket support. You can create whatever you want, from a tame Sunday cruiser to a Pikes Peak record-setter. Hell, shove a K24 in there and open the door to a wider assortment of powertrain goods, or turn it into a coupe with your choice of hardtop. Just Google “Evasive Motorsports” or meander through Best Motoring’s playlists for inspiration while you’re at it.
They Don’t Make ‘Em Like This Anymore
God Arm was right to rock an S2000 in Initial D.
Maybe I am a masochist who enjoys the tsundere types. You should be, too. An 86, BRZ, or Miata will turn you into a great driver on your own time, slowly and safely. An S2000 will force you to become one by tackling that twerk-happy posterior or via exploiting the abundant aftermarket in search of hardware to tame it. Conquer that chassis, and you’ll notice it craves hooliganism at all speeds, yearning to be flogged as much as it yearns for you to learn how to flog it. And when you’re not being a nuisance at 9,000 revolutions, it can still chillax for casual jaunts to (insert X boba shop here).
In many ways, an S2000 is a manic Miata with a firmer chassis, quicker but worse-feeling steering, and a more hellacious engine. Yes, it’s literally and physically not for everyone. I won’t even recommend this car to a lot of friends for the quirks we’ve discussed. However, if you fit and love a screaming powertrain matched with the charm of a bipolar lover who can shatter your jaw as easily as they can cuddle you, Honda built your kind of car 25 years ago.
Oh, holy shit, this car came out 25 years ago. You know what that means to 1999 and (soon) 2000 AP1 owners? Classic plates, baby!
