When most driving enthusiasts slip off into dreams of sun-drenched, horsepower-infused blasts down Pacific Coast Highway, cars with the Honda badge on the hood are rarely the chariots of choice. Ferraris, Porsches, the occasional Corvette, maybe, but never a Honda.
That all changed two years ago with the introduction of the S2000. With its ultra-stiff steel body and racecar-inspired suspension, Honda's two-seat roadster could run circles around just about anything, regardless of what European country it came from. And it didn't require exotic materials or a gas-guzzling six- or eight-cylinder engine to do so. The interior was pure business — with no silly fake wood or fancy navigation systems to detract from the driver's full enjoyment of the car's abilities.
We were a bit skeptical, at first, but after driving it back-to-back against the best roadsters in its class, the S2000 left us speechless, taking first place in our Roadster Comparison Test. Our editors couldn't help but fall in love with the S2000's precise handling, ultra-direct steering and rev-happy engine that made it feel more like a Japanese superbike than a drop-top two-seater. The car's lack of luxury amenities went virtually unnoticed, as driver after driver became entranced by the Honda's incredible handling and slingshot acceleration.
Then again, it wasn't perfect. We turned off the engine long enough to realize that there were a few areas that could use improvement — the shifter was finicky at times, cabin storage was minimal, the plastic rear window seemed out of place on a car costing well over $30,000 and, despite its only occasional use, the radio was woefully inadequate for overcoming wind noise with the top down. At the time, we tossed out these grievances with halfhearted seriousness, as none of them were glaring enough to actually make us think twice about owning the car.
But leave it to Honda not to leave well enough alone. The '02 S2000 includes a host of minor improvements designed to polish off the car's few minor shortcomings. The company amped up the radio, added a glass window in back (complete with defogger), and even smoothed out the short-throw shifter — it's as if they read our minds. Some styling changes were employed, as well, with chrome rings added to the taillights, a new shift knob and a few pieces of well-placed silver trim to jazz up the cabin.
Also new since our last test-drive is the availability of a factory hardtop. Although a bit pricey at $2,999, this easy-to-install piece makes the S2000 a legitimate all-season driver. Made of lightweight aluminum, the hardtop weighs in at just 44 pounds, and it can be installed on any year S2000. Our Sebring Silver test car came so equipped, eliminating the need to test out the new defroster — we weren't disappointed.
Instead, we remained focused on reacquainting ourselves with the S2000's peaky but powerful 2.0-liter four-cylinder engine. With 240 horsepower, this mighty powerplant propels the just over 2,800-pound car with an exhilarating push. With little in the way of torque (just 153 lb-ft at 7,500 rpm), the S2000 requires some serious rpm before it comes alive, but when it does, the results are impressive. We recorded a 0-to-60-mph time of 6.1 seconds and, had we been willing to raise the revs higher and dump the clutch with a little more force, we have no doubt that it could have dropped into the sub-6-second category.
With a 8,900-rpm redline, driving the S2000 takes some getting used to. Whereas most cars are on the downside of their power curves at 5,000 rpm, the S2000 is just getting started. Honda's VTEC variable valve timing system switches modes at about 6,000 rpm, initiating a surge of power that continues right up to the nine-grand limit. It's an exhilarating ride from a seat-of-the-pants perspective, but the assault on the ears is slightly less endearing. With a sound meter reading of 87 decibels at full tilt, the shrillness of the tightly wound four-cylinder can grow tiring, but most enthusiasts will find it a small price to pay.
This is especially true when you consider the chassis that the engine resides in. There's virtually no perceptible flex despite its roofless architecture, and body roll is kept to an absolute minimum by the sophisticated double-wishbone suspension front and rear. Perfect 50/50 front-to-rear weight distribution gives the car exceptional balance and predictable manners in the corners.
In fact, the car is so well-mannered, it's almost scary. You find yourself diving into turns faster than you ever thought possible. There's no guessing as to how much throttle or how little braking is necessary to keep things in check — it's just point and shoot. There is a slight hint of twitchiness at the limit, but with such a short wheelbase you can't expect it to be completely drama-free. The recalibrated shifter is easily one of the best on the planet, working with such a precise, positive movement that you'll find yourself running through the six-speed gearbox just for fun.
Spend any significant time behind the wheel of this driver's car, and you'll wonder why so many other roadsters (and sports cars, for that matter) don't cater to the pilot with such one-dimensional purpose. Nearly all the controls you'll ever need are mounted within a finger extension of the steering wheel. The slightly juiced audio system sounded a bit fuller than we remembered, but since we never bothered to take our test car's optional hard top off, we can't speak as to whether it's good enough to overcome a howling wind. The other minor interior enhancements like the new center console and storage pockets in the door add a sliver of practicality, but it's still no Accord — and we couldn't care less.
Driving this car again only reinforced what we learned the first time — the S2000 is an enthusiast's car pure and simple. You want fancy leather and beautifully crafted wood grain accents? Move on to the Euro-dealer of your choice, please. The S2000 dispenses with the fluff and replaces it with a howling engine and a concrete chassis that make no concessions to those who want the best of both worlds in a performance roadster. That might seem like a tight niche to shoot for, but there are still plenty of us out there who dream of just such a car. And as long as Honda continues to build the S2000, we'll be sure to save a spot for Honda right next to the prancing horse and checkered flags next time we're out for a midday cruise down PCH.
That all changed two years ago with the introduction of the S2000. With its ultra-stiff steel body and racecar-inspired suspension, Honda's two-seat roadster could run circles around just about anything, regardless of what European country it came from. And it didn't require exotic materials or a gas-guzzling six- or eight-cylinder engine to do so. The interior was pure business — with no silly fake wood or fancy navigation systems to detract from the driver's full enjoyment of the car's abilities.
We were a bit skeptical, at first, but after driving it back-to-back against the best roadsters in its class, the S2000 left us speechless, taking first place in our Roadster Comparison Test. Our editors couldn't help but fall in love with the S2000's precise handling, ultra-direct steering and rev-happy engine that made it feel more like a Japanese superbike than a drop-top two-seater. The car's lack of luxury amenities went virtually unnoticed, as driver after driver became entranced by the Honda's incredible handling and slingshot acceleration.
Then again, it wasn't perfect. We turned off the engine long enough to realize that there were a few areas that could use improvement — the shifter was finicky at times, cabin storage was minimal, the plastic rear window seemed out of place on a car costing well over $30,000 and, despite its only occasional use, the radio was woefully inadequate for overcoming wind noise with the top down. At the time, we tossed out these grievances with halfhearted seriousness, as none of them were glaring enough to actually make us think twice about owning the car.
But leave it to Honda not to leave well enough alone. The '02 S2000 includes a host of minor improvements designed to polish off the car's few minor shortcomings. The company amped up the radio, added a glass window in back (complete with defogger), and even smoothed out the short-throw shifter — it's as if they read our minds. Some styling changes were employed, as well, with chrome rings added to the taillights, a new shift knob and a few pieces of well-placed silver trim to jazz up the cabin.
Also new since our last test-drive is the availability of a factory hardtop. Although a bit pricey at $2,999, this easy-to-install piece makes the S2000 a legitimate all-season driver. Made of lightweight aluminum, the hardtop weighs in at just 44 pounds, and it can be installed on any year S2000. Our Sebring Silver test car came so equipped, eliminating the need to test out the new defroster — we weren't disappointed.
Instead, we remained focused on reacquainting ourselves with the S2000's peaky but powerful 2.0-liter four-cylinder engine. With 240 horsepower, this mighty powerplant propels the just over 2,800-pound car with an exhilarating push. With little in the way of torque (just 153 lb-ft at 7,500 rpm), the S2000 requires some serious rpm before it comes alive, but when it does, the results are impressive. We recorded a 0-to-60-mph time of 6.1 seconds and, had we been willing to raise the revs higher and dump the clutch with a little more force, we have no doubt that it could have dropped into the sub-6-second category.
With a 8,900-rpm redline, driving the S2000 takes some getting used to. Whereas most cars are on the downside of their power curves at 5,000 rpm, the S2000 is just getting started. Honda's VTEC variable valve timing system switches modes at about 6,000 rpm, initiating a surge of power that continues right up to the nine-grand limit. It's an exhilarating ride from a seat-of-the-pants perspective, but the assault on the ears is slightly less endearing. With a sound meter reading of 87 decibels at full tilt, the shrillness of the tightly wound four-cylinder can grow tiring, but most enthusiasts will find it a small price to pay.
This is especially true when you consider the chassis that the engine resides in. There's virtually no perceptible flex despite its roofless architecture, and body roll is kept to an absolute minimum by the sophisticated double-wishbone suspension front and rear. Perfect 50/50 front-to-rear weight distribution gives the car exceptional balance and predictable manners in the corners.
In fact, the car is so well-mannered, it's almost scary. You find yourself diving into turns faster than you ever thought possible. There's no guessing as to how much throttle or how little braking is necessary to keep things in check — it's just point and shoot. There is a slight hint of twitchiness at the limit, but with such a short wheelbase you can't expect it to be completely drama-free. The recalibrated shifter is easily one of the best on the planet, working with such a precise, positive movement that you'll find yourself running through the six-speed gearbox just for fun.
Spend any significant time behind the wheel of this driver's car, and you'll wonder why so many other roadsters (and sports cars, for that matter) don't cater to the pilot with such one-dimensional purpose. Nearly all the controls you'll ever need are mounted within a finger extension of the steering wheel. The slightly juiced audio system sounded a bit fuller than we remembered, but since we never bothered to take our test car's optional hard top off, we can't speak as to whether it's good enough to overcome a howling wind. The other minor interior enhancements like the new center console and storage pockets in the door add a sliver of practicality, but it's still no Accord — and we couldn't care less.
Driving this car again only reinforced what we learned the first time — the S2000 is an enthusiast's car pure and simple. You want fancy leather and beautifully crafted wood grain accents? Move on to the Euro-dealer of your choice, please. The S2000 dispenses with the fluff and replaces it with a howling engine and a concrete chassis that make no concessions to those who want the best of both worlds in a performance roadster. That might seem like a tight niche to shoot for, but there are still plenty of us out there who dream of just such a car. And as long as Honda continues to build the S2000, we'll be sure to save a spot for Honda right next to the prancing horse and checkered flags next time we're out for a midday cruise down PCH.
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