The Honda S2000 ticked all the boxes enthusiastic drivers could desire when it was launched in 1999 – rear-wheel drive, 50:50 weight distribution, double-wishbone suspension and a short-shift manual gearbox. Already the foundations of a great sports car, but then Honda added one of the greatest naturally aspirated engines of all time into the mix.
While 237bhp (247bhp in Japan) from 2.0 litres may not sound like a lot in an era of 400bhp hot hatches, Honda achieved this figure without resorting to forced induction. With a 9000rpm red line and two-stage VTEC valve gear, the S2000 had the highest specific power output of any naturally aspirated engine on sale until Ferrari released the 458 in 2009.
The car graced Honda showrooms for ten years, and because the looks were essentially so right to begin with, little changed. Bumpers, lights and wheels were revised in 2004, and an optional hard-top (standard on the GT) was introduced part-way through production.
Bigger changes occurred under the skin, however. The suspension and dampers were the main focus of the changes due to early complaints about twitchy handling. S2000s built from 2004 onwards received wider rear tyres and were more forgiving on the limit. A stability system was an optional extra from 2006, and standard fit from 2008.
US and Japanese markets received a 2.2-litre engine with the 2005 model year update, which exchanged the 2.0-litre unit’s effervescent top end for more grunt lower down the rev range. UK-spec cars used the 2.0 powerplant throughout, and while they do perform best at high revs, the later models respond better at low revs than the pre-2004 examples.
The GT version arrived in 2002 and came with a removable hard-top as standard. A final Edition 100 special edition joined the range in 2009; finished in white with graphite alloy rims and red-leather interiors: just 100 were built. Matt Stevens from Red-R Performance says: “It’s a grown-up Mazda MX-5 – anyone can drive one of those, but the S2000 is more challenging and rewarding.”
ENGINE AND GEARBOX
Matt says a clean engine bay is a good sign. “Listen out for any nasty rattles on start- up,” he advises, adding: “A high clutch biting point always indicates a worn unit, which will cost £1000 to repair.” Importantly, specialists recommend only using super-unleaded in the S2000’s F20C motor. Cars left standing for a long time often misfire due to old fuel.
Despite the 9000rpm red line the 2.0-litre engines are durable, although they do use a lot of oil and require a top-up every 1000 miles or so. Low levels and irregular changes are the biggest cause of engine problems; high-quality, fully synthetic 5w40 oil should be used.
Starting the car with your foot on the clutch, along with excessive clutch idling, are the main reasons for bottom-end failure, as such practices wear the thrust shells. Resultantly, the crank thrust should be checked every one to two years.
The timing-chain tensioner can fail, with a rattle on start-up being an early warning sign. A broken chain can cause serious damage to the engine.
MAP-sensor problems were known to cause running issues for the earlier cars, thanks to vibrations working the sensor loose. Securing it with a simple cable tie will solve this issue. The VTEC variable valve-timing systems are proven to be reliable, but infrequent oil changes can result in sticky hydraulic pins. Bearing shells are also known to wear prematurely.
The transmissions are strong. Post-2004 cars had upgraded carbonfibre components, which helps to extend the lifespan of the synchromesh ring. Clutches on unmodified cars last well thanks to the low torque output.
SUSPENSION AND BRAKES
On the test drive, Matt advises: “Check all the brake discs are wearing evenly, and that the handbrake isn’t pointing to the sky. It should be on solid with five clicks.”
Suspension bushes tend to need replacing after 70,000-80,000 miles, with the lower control arms being the weakest components. Front subframe bolts should be removed and greased fairly regularly as well, because failure leads to an expensive repair bill. Rear dampers can weep from the upper seal – you should budget £400 apiece to fix these.
Earlier cars were known for nervous handling, but modern tyres and factory suspension alterations have largely resolved this issue. Suspension kits for early AP1 models tame oversteer. If the car pulls to one side or you are hearing squealing under braking, it’s likely that the calipers have seized.
BODYWORK AND INTERIOR
Accident damage is common, and the wheelwells and front subframe can often play host to rust. Modified panels should be checked for fit and finish, because wonky fitment is an invitation to rust beneath.
Rust can be found in the boot floor, so check under the carpet. It’s often caused by cracked panel sealant hiding just behind the two small upper plastic trim covers that sit just in front of the bootlid, and are fastened with one Phillips screw each. It’s advisable to remove the rear rubber arch protectors, because they hold in water and dirt, leading to corrosion.
The interior is robust, and often sports an aftermarket radio. Early Hamilton & Palmer alarm systems are a known failure spot, and damp carpets are a sure sign of a roof leak around the screen pillars.
Roof catches can wear, leading to rattles, but these can be fixed inexpensively. Don’t put it off; if they are left to get too loose, the roof could start to fit poorly, eventually leading to a failure to close. Later cars had a glass rear window, which is preferable to the earlier plastic version.
If you do have a roof issue, Matt suggests Jack Smith Motor Trimmers in Wales: “It’s a £600 drive-in, drive-out job, and S2000 owners rave about the firm’s work.”
The cabin is fairly snug, meaning tall drivers may struggle to get comfortable. This is not helped by the fact the steering wheel isn’t adjustable for rake or reach.
WHICH TO BUY
Matt suggests buying an earlier (1999-2004) S2000. “Pre-facelift-model engines are a bit longer lasting; the later cars can suffer from crankshaft problems,” he says. “Get a specialist to measure the crank thrust at the crankshaft pulley.”
Mileage and condition play a huge part in values, although pre-2004 cars are a bit cheaper. Do not be put off by high mileages, but walk away if the service history is patchy. Edition 100 models command the highest prices.
There is no doubt that the S2000 is a future classic. It combines the core aspects you’d look for in a pure driver’s car, with one of the finest engines ever. Matt says: “They’re great cars, and very well made to a whole different type of reliability standards to most cars.”
The current crop of turbocharged sports cars offer a very different drive, and the high-revving, naturally aspirated S2000 will become an increasingly rare pleasure whose desirability is sure to increase.
WHAT TO PAY
2005 S2000 AP2 (UK)
Fair: £12,000
Good: £15,000
Excellent: £18,500
Concours: £27,000
2005 S2000 AP2 (US)
Fair: $17,200
Good: $29,500
Excellent: $43,500
Concours: $54,400
SPECIFICATIONS
2.0-litre inline-four
Power: 237bhp (247bhp for
Japanese market)
Top speed: 150mph
0-60mph: 6.2 seconds
Economy: 28.5mpg
2.2-litre inline-four
Power: 237bhp
Top speed: 150mph
0-60mph: 6.2 seconds
Economy: 28.5mpg (est)
