s2000 : Read This

[Civic Lover]

Picture what you?d get if Ferrari or some other supercar manufacturer decided to enter into the sub $50,000 market ? with all the delightful hardcore snap and sometimes-tiresome din such a scenario would bring in a car. That?s the S2000. It was that way from the beginning, and remains so today, despite getting significant changes for 2004 aimed at making the car?s uncompromising personality more palatable to milder drivers.

Honda first introduced the S2000 in the year 2000, drawing inspiration from the company?s S500, S600, and S800 sports cars of the 1960s. Built with an eye toward lightweight, race-car-style performance, the S2000 came with few luxury features and was powered by an energetic four-cylinder engine that made a remarkable 240 horsepower from just 2.0 liters -- without a turbocharger or supercharger.

As could be expected for such an uncompromising car, the S2000 immediately drew raves from enthusiasts and the typically performance-crazed automotive press. But it also drew criticism from some potential buyers, who found the car?s intense performance difficult to live with compared to more civilized contemporaries such as Mazda Miata and BMW Z3.

Indeed, S2000 has always felt like a car on a pace lap ? impatient, desperate to be cut loose and urged faster. Even when you intend to lope along slow neighborhood streets just to get someplace, you find yourself stretching out the gears, goosing the throttle, playing slalom with manhole covers



That flavor continues largely unabated for ?04, despite the car?s latest revisions. Foremost among those changes is a boost in engine displacement, from 2.0 to 2.2 liters. Its horsepower rating remains the same 240, but the new engine makes that power at a more reasonable 7800 rpm, 500-rpm lower than the previous peak. Low-speed torque is similarly increased, going from 153 lb-ft at 7500 rpm, to a handier 162 lb-ft at 6500 rpm. As can be expected, these changes pay off in low-rpm manners that are now more adequately suited to everyday driving.

The most obvious cue indicating this engine?s changed personality is its lower redline (8200-rpm, compared to the 2003 model?s 9000 limit), necessitated by increased stroke. But fans of the S2000?s famed, fast-winding shriek need not worry. Although low-speed performance gets additional emphasis, the S2000 nonetheless remains a high-strung machine. Power builds in three distinct phases: from idle to 3000 rpm, the car feels pokey but acceptable. From 3000 to 6000 rpm, acceleration is not particularly inspiring but satisfying and enjoyable nonetheless. Then, at 6000 rpm, the little engine kicks in abruptly as if it has a turbocharger coming into boost, and the car goes like mad right to the point where the rev limiter introduces its telltale stutter.

Described this way, it may seem as though the S2000 would be annoying or difficult to drive even in this newer, more tractable form. But in practice, the power curve works fine; clutch takeup is smooth and easily modulated, so to get going from a stop, you simply rev the engine a little higher than you might a more ordinary car. Once rolling, the short gearing and close-ratio six-speed transmission allow one to keep the tach where needed for whatever performance is demanded. Aiding that process is the precise, pleasingly mechanical shift action, which for 2004 is further enhanced by redesigned transmission synchros that smooth gear engagement just the right amount.

Further complementing S2000?s racy powerplant is the car?s excellent handling, a mix of good grip, impressive balance, and minimal body lean. For 2004 the suspension gets a host of modifications, including revised spring and damper rates along with wider tires on 17- instead of 16-inch wheels. Together, these various changes quell some of the car?s previous oversteering tendencies without dulling its competence.

The only complaint regarding S2000?s handling is in the car?s steering, which has been changed for 2004 to provide increased feedback, according to Honda. Although still blessed with meaty weighting, a quick ratio, and excellent turn-in response, the system nonetheless remains a tad numb, hampering efforts to precisely gauge corner-entry speeds and thereby reducing driver confidence at the limits. Although not terribly obvious in street driving, this issue becomes more evident on a racetrack. In our brief test laps at Road America, we found the car getting greasier than we expected in a few corners, the result of being fooled into carrying a bit more speed than we should have.

Such quibbles aside, S2000 is a joy to drive quickly, thrilling drivers with overall handling that rivals or tops sports cars costing considerably more.

Unfortunately, your posterior pays the price for those inspired road manners; the S2000 is a hard-riding, busy machine over small pavement imperfections, and pounds occupants on big bumps. Adding to the discomfort is the back end?s tendency to hop slightly from side to side over minor road irregularities.

A plush cruiser this isn?t. Again, think thinly-veiled race car, or ?junior? exotic, an impression furthered by the engine?s relentless wail and the prodigious drone from the car?s high-performance tires.

[AccordMaxed]

Ive always loved the look of the car's exterior, and interior. Plus its price is pretty reasonable, i might switch to a hybrid, gas is costin too much

[FragSource]

God that looks like a sweet car, personally i love digital gages, they read better at night time, i would buy that car if i didnt have my civic

[Deathcrush]

S2000 is awesome... i wish i had one of these...

but, unfortunately here in Brazil, honda doesn't sell it... so, for us, we have to see this machine only in photos or videos....

[Whirling Dervish]

This sounds like something to add to my collection--which now consists of a Prelude. :-)

But I think the Prelude prepped my for the way this car sounds like it handles. Some of the issues people had with this car I experienced the first few months of driving the Prelude simply because I was inexperienced with the model. I wonder if the early complaints about the power of this car were based on that as well.

I love the feeling of a car that says, "Mommy, faster!" I like the description of playing slalom with manhole covers--that's my idea of driving. Even toned down a little, this car seems like it may be better for autocross than my current plans of altering the Prelude.

Any thoughts on that?

[AP1fun]

The Prelude isn't a race car, despite what people make it. The S2000 comes off the show room floor with DOT spec tires (Brigstone S02's and S03's) ready for any track event. I've seen stock S2000's beat many Z06 Corvettes, Dodge Vipers, even Ferrari's on the shorts road courses. This car is a curve monster to say the least. You would really have to drive one to understand.

[GenericHonda]

I drove one the handeling is amazeing not at all what i was expecting it is very fun to drive

[k20a2Stitch]

ap2's blow, gotta love the 9grand rev on the ap1's

[AP1fun]

9,000 is just a number. One is just as fast as the other, Roll and DIG. AP1 has 2.0L with 240 hp, AP2 is 2.2L with 237 hp and more tq. AP1 has 4.10 gears, AP2 has 4.27 gears.

[k20a2Stitch]

yea, but when you start upgrading for more power you'll be making more power at higher rpms, the ap2 valve train wont allow that with out any head modification.