How should you celebrate your 50th birthday? Honda marked the occasion in fabulous style, thanks to the launch of the stratospherically high-revving two-seater S2000. Honda built many great performance cars in the 1990s and 2000s, but a front-engined, rear-drive sports car had been missing from the portfolio since the S800 departed in 1970.
Mid-engined NSX aside, Honda’s most impressive performance cars of the 1990s were all based on fairly humble front-wheel-drive models, but the S2000 project started with an all-new rear-wheel-drive platform. It was far more rigid than most convertibles of the era, featured independent double-wishbone suspension, and had its engine mounted as far back as possible for a 50:50 weight distribution.
At its heart is the 2.0-litre four-cylinder ‘F20C’ engine – one of the most exotic naturally aspirated four-cylinder road-car engines ever built. Developing 237bhp at 8300rpm, it’ll rev to 9000rpm and sounds phenomenal doing it. The 247bhp Japanese-market car long held the record for the highest specific output – 124bhp per litre – for a naturally aspirated engine. It’s hooked up to a fabulously precise six-speed manual transmission, and there’s no arguing that the drivetrain was anything less than magnificent.
So the S2000 had all the makings of an instant ‘cult’ car but, for some, the early examples didn’t quite live up to expectations. One of the big letdowns was the steering, which lacked much feel or feedback. The chassis set-up was also far from ideal, being slightly too soft at the rear – which, combined with not-so-great tyres, gave the S2000 a deserved reputation for knife-edge handling. Honda revised the suspension settings in 2002, and at the same time replaced the plastic rear screen with a glass item.
A much more thorough upgrade was carried out in 2004, and these cars are identifiable by their revised bumpers and lights. This facelift included revised springs and dampers, as well as different suspension geometry and extra chassis strengthening. US-market cars got a long-stroke 2.2-litre version of the engine, resulting in a slightly better spread of power and torque – but the rev limit was reduced to 8200rpm.
In an attempt to offer a little more of a safety net, Honda offered an optional stability control system – called VSA – from 2006. This became standard fit in 2008, with these final cars receiving the even stiffer chassis set-up from the Japanese Type-S. These are the best-resolved of all S2000s.
In 2009, a limited run of 100 fully-spec’d Edition 100 cars signalled the end of the line for the S2000 in the UK. All were painted white and came with an eye-catching red interior as well as the aluminium hardtop.
By the end of production, the S2000 had matured into a sports car worthy of the badge. Thankfully it’s a car with a huge following, and with a few choice upgrades early cars can be sharpened up nicely. Nobody could build an engine like this today and, while the car isn’t without its flaws, there are plenty of reasons to consider an S2000. Be warned though: VTEC engines can be highly addictive!
Common problems
• Honda VTEC engines are extremely reliable, but they demand regular oil changes. A little oil consumption is normal. The cams are chain-driven, so no belt to worry about, but the chain tensioner can require replacement from time to time.
• Corrosion can be a problem, so it’s worth checking in and around the rear wheel wells. Regular cleaning of these areas is essential, especially if the car is used in all seasons.
• Accident damage could also be a feature, so make the usual checks for panel fit.
• Regular alignment is the key to healthy S2000 handling, so check that your car has had recent bushes and is showing no signs of uneven tyre wear.
Honda S2000 prices
Early cars are the cheapest – and arguably best-value – way into an S2000. Prices start from £4000 for a high-miler, to around £7500 for a clean car.
Later post-facelift examples are in strong demand, with tidy post-2004 cars fetching up to around £15k. With finite UK numbers, fresh imports are proving increasingly popular.
Last-of-the-line UK cars still carry big premiums, with the best commanding £20k-plus.
