Guide: Returning to the Roots - a Historical & Technical Appraisal of the Honda S2000

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Background

When Honda launched its car building division in 1963, the company offered two miniature models. First to arrive was a diminutive pickup truck powered by either a 356cc dual overhead camshaft inline four cylinder engine (the T360) or a slightly larger 531cc motor (T500).

Four months later, the firm’s second production car and first passenger vehicle arrived: the two-seat S500 roadster which shared its 44bhp engine with the aforementioned T500.

Buoyed by the reception given to their little sports car, Honda released a 606cc version with 57bhp in March 1964 (the S600). With its peppy engine and advanced general specification, the S600 proved a big seller and became the first Honda exported to Europe. A fixed-head S600 Cope followed in March 1965, soon after which Honda expanded their model line up to include a pint-sized station wagon (the L700).

The final iteration of Honda’s much-loved image-building Sports range was the S800 which made its debut in October 1965. The 791cc 70bhp car was offered in both the USA and UK and proved another big hit.

The S800 remained in production until 1970. Disappointingly, no like-for-like successor followed as Honda began to focus entirely on utility-type vehicles.

The company made a return to performance-oriented models with the 1982 City Turbo of and 1983 CR-X (the latter of which was a massive critical and commercial success around the world). However, customers would have to wait the best part of 30 years before a true successor to the S500-S600-S800 line finally appeared.

By this time, the company had launched something of a spiritual successor (the 1991 Beat) and gone upmarket with the NSX supercar (of 1989). It wasn’t until September 1998 though that the ‘S’ line finally returned when Honda unveiled the brand new S2000 at the Tokyo Motor Show.

Created to celebrate Honda’s 50th anniversary as an auto maker, the S2000 followed on from a radical concept car dubbed the SSM (Sports Study Model) that had been displayed at the same show three years earlier.

Like its super-mini predecessors built between 1963 and ‘70, the S2000 was a compact and lightweight front-engined rear-drive Roadster named after its engine capacity.

Production began at Honda’s Takanezawa plant in April 1999.

Chassis

The S2000 was based around an extremely rigid steel chassis that Honda dubbed the X-bone frame. Claimed to be lighter and stronger than nearly every contemporary sports car, the X-bone had a 2400mm wheelbase and offered perfect 50:50 weight distribution as a result of the engine’s position behind the front axle.

Suspension was via ductile iron double wishbones with coil sprung gas-filled shocks at each corner and an anti-roll bar at either end.

The ventilated front brake discs had a 300mm diameter while solid 282mm discs were fitted at the back. Single-piston calipers were installed all round.

Three-channel ABS was fitted as standard along with variable ratio electric power steering.

16-inch alloy wheels were 6.5-inches wide at the front, 7.5-inches wide at the rear and originally came shod with Bridgestone Potenza S-02 tyres that had been developed specially for the S2000.

Track was 40mm wider at the back of the car (1470mm and 1510mm).

A 50-litre fuel tank was installed directly above the rear diff.

Engine / Gearbox

In the engine bay was a compact inline four cylinder Type F20C engine created specifically for the S2000.

Mounted longitudinally in the chassis, the F20C power unit boasted an aluminium alloy block and head, dual overhead camshafts with co-axial roller-bearing cam followers, a VTEC system for both intake and exhaust camshaft, Fibre-Reinforced Metal cylinder liners, forged alloy pistons with molybdenum disulfide-coated skirts, a forged steel crankshaft and forged steel connecting rods.

Digital electronic fuel-injection was via Honda’s PGM-FI system.

A low back-pressure exhaust system was installed along with a high-flow catalytic converter.

Displacement was 1997cc thanks to a bore and stroke of 87mm and 84mm respectively.

Two versions of the F20C motor were produced:

a Japanese Domestic Market version (JDM) which had an 11.7:1 compression ratio that produced a peak output of 247bhp at 8300rpm and 161lb-ft at 7500rpm
a Rest of World version which had an 11.0:1 compression ratio that produced a peak output of 237bhp at 8300rpm and 153lb-ft at 7500rpm

Such figures gave the F20C engine the highest bhp-per-litre figure of any mass produced normally aspirated engine.

Transmission was through a close-ratio six-speed manual gearbox, single-plate clutch and Torsen torque-sensing limited-slip differential.

Bodywork

Cosmetically, the S2000 was a toned down yet more handsome incarnation of the SSM concept presented at the 1995 Tokyo Motor Show.

The elegantly swept front end sloped gradually downwards to an apron that incorporated a wide primary intake for the water radiator outboard of which were brake cooling ducts. Further up, single piece Xenon light clusters were mounted behind contoured glass covers.

To ensure the S2000 did not have a slab-sided profile, the designers incorporated a curved low-level indent that lessened the effect of the car’s heavily raked waistline.

The vinyl-covered roof (with plastic rear window) could be lowered in just seven seconds making it the fastest in production. Although the roof did not disappear completely from view when lowered, a vinyl tonneau gave the car a very neat appearance.

Safety concessions included a reinforced windscreen surround and SSM-inspired integrated roll hoops directly behind each seat.

At the back of the car was a short Kamm-style tail, a flat rear deck inboard of muscular fenders and more glass covered light units.

Polyurethane bumpers were fitted at either end. Aside from an aluminium hood, the rest of the body panels were fashioned from steel.

Interior

The S2000’s cockpit was well laid out and thankfully not filled with the kind of retro details that afflicted some vehicles of the era.

Behind the leather-rimmed three-spoke airbag steering wheel (with perforate side sections) was a curved binnacle that contained practically all the instrumentation and switchgear. The middle portion was home to a wide digital display dominated by an arced 9000rpm rev counter. Underneath was a numerical speedo. Read outs for water temperature and fuel were located off to the sides and an array of warning lights were scattered elsewhere.

The sides of the main binnacle housed rotary switches for the ventilation and audio systems, a large red engine start button, a pair of air vents and a half a dozen toggle switches. The audio system itself (a two-speaker radio with CD player) was concealed behind a flip down panel on the central control panel.

Leather sports seats and door inlays were standard along with dual airbags, air-conditioning, electric windows, central locking with keyless entry, cruise control and electric heated mirrors.

Options

Optional extras initially offered by Honda included a wind deflector, floor mats and two-tone interior.

Weight / Performance

The 247bhp JDM version of the S2000 weighed 1240kg while the 237bhp Rest of World iteration tipped the scales at 1260kg.

Honda quoted a top speed of 154mph and 0-62mph time of 6.2 seconds for both versions.

Type V

In July 2000, Honda released a JDM S2000 called the Type V which came with Variable Gear Ratio steering (VGR) that improved handling and stability by electrically controlling the gear ratio responding to speed and driving conditions.

The VGR system added 20kg which took this JDM special up to the same 1260kg as Rest of World iterations.

Other Type V equipment included revised dampers, thicker anti-roll bars, a special flat-bottomed two-tone steering wheel, fabric seat inserts, six-spoke BBS forged alloy wheels and a VGS badge on the trunk lid.

2001 Model Year

For the 2001 model year, Honda added a digital clock to the radio display and an emergency trunk release. The previously optional air deflector and floor mats were made standard.

New options included an aluminium hardtop, a DVD-based satellite navigation system, six spoke BBS forged alloy wheels (as seen on the Type V) and a body kit that comprised front and rear spoilers and deep side skirts.

2002 Model Year

More significant changes were on the way for the 2002 model year.

These latest examples had revised suspension settings with a slimmer front anti-roll bar, a re-mapped ECU and a gearbox that offered improved shifting.

Externally, the old plastic rear window was switched to a heated glass item, an improved tonneau was supplied, chrome rings were added to the tail lights, the wheels had extra metal flake added and bigger Honda badges were fitted.

Inside, the 2002 model year S2000 came with a leather instead of carpeted transmission tunnel, a heavy duty gear lever with perforated leather band, a grey instead of black instrument fascia, a four instead of two-speaker audio system, door pockets, door catches with metal bezels, revised metal door sill trims, a more powerful heating / ventilation system and a drilled metal / rubber footrest to match the pedals, .

New options included cruise control and an outside temperature gauge.

The outside temperature gauge and hardtop were bundled together for the UK market as part of the GT option pack.

2003 Model Year

No major changes were made for the 2003 model year although Honda did introduce a JDM special edition in the shape of the S2000 Jiore.

Jiore Special Edition

The S2000 Jiore was a limited run of 300 cars built for the Japanese market.

Launched in October 2002, the Jiore was offered in a choice of two exterior colours (Royal Navy Blue Pearl or Dark Cardinal Red Pearl) with a gold pin stripe, gold BBS six-spoke wheels and chrome-plated exterior mirrors.

Other special equipment included a light tan interior that featured quilted leather seat centres and door inserts plus a two-tone black and tan steering wheel.

2004 Model Year Facelift

For the 2004 model year, the S2000 was given a significant update and production was relocated from Takanezawa to Suzuka.

The X-bone chassis was given stiffened crossmembers, joints and bulkheads for improved torsional rigidity.

To enhance handling (namely reduce oversteer) the suspension was reconfigured with lengthened rear control arms. To improve stability (reduce toe-in under load) the suspension geometry was reconfigured. New spring and damper rates were adopted along with a thinner rear-anti-roll bar.

The ABS now came with yaw control logic while stopping capacity was improved thanks to uprated brake pads.

A 14.9:1 steering gear ratio (up from 13.8:1) reduced high speed nervousness.

The original 16 x 6.5 and 16 x 7.5-inch wheels were replaced with 17-inch diameter five twin-spoke wheels that were now 7-inches wide up front and 8.5-inches wide at the rear. New Bridgestone RE-50 tyres were also fitted.

The transmission was uprated with carbonfibre instead of brass gearbox synchronisers and a heavier clutch flywheel.

Externally, new bumper assemblies were fitted. The front bumper had a re-shaped primary intake, brake ducts moved inwards and re-contoured lower corners. The rear bumper came with a re-profiled apron and a body coloured diffuser with cut outs for a pair of new oval tail pipes. These additions alone resulted in 5% less drag.

New outer sections within the headlight clusters resulted in triple instead of dual-beam projectors. A similar approach was taken at the back along with new LED ring surrounds.

Inside, the instrument cluster shroud was changed from grey to black and the audio system cover was switched to natural aluminium. A matching natural aluminium insert was also added to the transmission tunnel cover.

The steering wheel featured a bigger Honda logo with a black instead of silver background and plain instead of perforated leather side sections. If cruise control was specified, a cancel button was added to the steering wheel-mounted buttons.

Elsewhere, Honda fitted a revised central console, revised audio system (with optional headrest speakers), new door trim panels with bigger storage pockets, an improved air-conditioning system, graphite-coloured seat backs and new cockpit light settings.

New front and rear spoilers were added to the options list.

As a result of the reinforced chassis and bigger wheels, weight rose by 11kg.

2004 Model Year North American 2.2-litre Engine (AP2)

In addition to the extensive list of 2004 model year updates, cars bound for North America were equipped with a larger Type F22C1 engine. These vehicles were designated AP2 whereas the original two-litre versions were retrospectively referred to as AP1.

Most significantly, stroke was extended from 84mm to 90.7mm. Bore dimensions stayed at 87mm to give an overall displacement of 2157cc which represented a gain of 160cc.

Owing to this longer piston travel, the F22C1’s redline was reduced from 8800rpm to 8000rpm. It also came with heavier, more durable valves, a redesigned oil filter and reconfigured camshaft profiles to provide more low speed torque outside of the VTEC zone and more power in the VTEC zone.

The new power unit was immediately identifiable on account of its gold instead of black spark plug cover and Honda script instead of Honda logo.

As per the Rest of World version of the two-litre F20C engine, an 11.0:1 compression ratio was employed.

Peak output was 240bhp at 7800rpm and 162lb-ft at 6500rpm compared to 237bhp at 8300rpm and 153lb-ft at 7500rpm for the RoW F20C motor.

Shorter gear ratios were used for first through fifth while a longer ratio was used on sixth.

Weight went from 1260kg to 1299kg (a gain of 39kg).

2005 Model Year

No major changes were introduced for the 2005 model year.

2006 Model Year

For the 2006 model year, Japanese Domestic Market S2000s were equipped with the same 2.2-litre Type F22C1 engine that had been used in cars bound for North America since the 2004 model year.

As for across-the-board updates, a drive-by-wire throttle, electronic stability control system and brake assist were added to the specification plus new 17-inch wheels with a symmetrical ten-spoke radial design (to replace the similar but not identical five twin-spoke rims).

Honda introduced daytime running lights, revised seats with no back pockets and solid headrests (with speakers in the headrests as standard).

The previously natural alloy centre console insert reverted to black. There was also a new steering wheel design with the Honda logo now having a background to match the rest of the wheel finish.

2007 Model Year

No major changes were made for the 2007 model year but Honda did introduce special edition that was offered in three European countries (the RJ) and a performance-oriented special for the USA (the Club Racer).

RJ Special Edition

The limited run of 50 RJ special editions was announced in December 2006.

Created for the French, Italian and Spanish markets, the RJ was named in recognition of the company’s F1 drivers: Rubens Barrichello and Jenson Button.

It came with Pearl White Premium paint and a two-tone red and black interior. Also inside, the audio system cover was switched to body colour. On it was the F1 Honda Racing Team logo, the car’s individual serial number and the signatures of both drivers.

2008 Model Year

For the 2008 model year, Honda introduced 17-inch wheels with a new five-spoke pattern.

The springs and dampers were firmed up along with the front anti-roll bar.

Inside there were some minor updates to the instrumentation and seats.

Externally, the windscreen surround now came painted body colour.

Club Racer

At the New York Motor Show in April 2007, Honda unveiled their most extreme S2000 yet.

The Club Racer was a US market track-oriented lightweight special built in a limited run of 699 cars at the beginning of the 2008 model year.

Among the extensive list of upgrades was a body kit that comprised a new front bumper with enormous canards, a massive twin pylon-mounted rear spoiler and a custom tonneau with aerodynamically-styled headrest fairings.

To save weight, the electric roof was discarded in favour of a Berlina Black hard top. The roof cavity behind the seats was now filled with additional chassis bracing.

Other weight-saving features included deletion of the spare wheel, air-conditioning and audio system (although A/C and a stereo could be reinstated via the options list).

Under the skin, the Club Racer featured stiffer suspension, a quicker steering rack and a revised exhaust system.

Honda gave their five-spoke wheel option a slightly darker finish and installed black lug nuts along with Bridgestone Potenza RE-70 tyres that were 10mm wider at rear.

Inside, the Club Racer came with a unique upholstery combination that comprised black alcantara, black and yellow fabric seat centres and yellow stitching. The aluminium short shift gear lever with its yellow script was given a black leather gaiter with yellow stitching to match the steering wheel.

Other cockpit enhancements included a peak power indicator on the instrument cluster and a carbonfibre-effect for the centre console trim and radio blanking plate.

A black S2000 CR script was added to the tail and front fenders.

In total, the Club Racer tipped the scales at 41kg less than a comparable US market S2000 of the time.

Type S

Honda also offered a slightly watered down version of the Club Racer for the Japanese Domestic Market.

The Type S was identical to the Club Racer save for its standard roof and standard tyres. It also came with its own suspension settings and leather upholstery was offered.

1755 were built.

Ultimate Edition / GT Edition

The final iteration of the S2000 was launched at the Geneva Motor Show in March 2009. Dubbed the Ultimate Edition for Europe and the GT Edition in the UK, these last-of-the-line specials were released to commemorate the end of production.

Both versions came with Grand Prix White paint, red leather upholstery with matching carpet and stitching, a hard top, graphite-coloured wheels, black lug nuts, an aluminium gear knob, numbered door sill covers and black S2000 badges.