(welcome our newest Sunday COAL series, which will be published in reverse chronological order. We were noting the lack of any exposure of the S2000 here recently; no more)
Celebrating a milestone while working through a most difficult and painful part of my life, relatives enabled the decision to acquire another car. Different from the usual string of utilitarian vehicles, it would be a convertible; and another Honda, due to thoroughly rewarding ownership and dealer service experiences with my 2004 Element EX. Research revealed that such a car existed: the Honda S2000. We’re off and running.
Soichiro Honda: A Passion for Racing (click to enlarge)
What is the S2000? Honoring founder Soichiro Honda’s lifelong passion for motorcycles, racing, and technological innovation, while continuing the legacy of his renown S500/600/800 roadsters from the 1960s, an all-new model would be designed, engineered and manufactured to commemorate the 50th anniversary of the Honda motorcar.
Conceptually previewed in 1995 with production commencing in 1999, all S2000s are pretty much alike: a rear-wheel-driven two-seat roadster, with a 2.2 liter, longitudinally mounted naturally aspirated inline-4 cylinder, 16-valve dual-overhead cam engine, with VTEC (Variable valve Timing & lift Electronic Control), producing about 240 horsepower at 7800 rpm, enabling 0-60 mph in the mid-five seconds with 162 pound feet of torque @ 6500 rpm, for a top speed of about 150 mph, mated to a six-speed manual transmission. (Engine size and performance statistics are for the 2nd generation S2000, produced from 2004-2009.)
Locating S2000s for sale was the easy part; difficult was finding candidates that were lower mileage, 100% stock and neither beat-up nor wasted from having been raced. Discouraged and about to give up, Autotrader Classics was combed one last time. Great… the advertisement had just been posted the night before, the asking price looked fair, the car had less than 11,000 miles and was even the preferred color, Suzuka blue, one of about 500 U.S. 2006’s in that hue, named for the Japanese city in which the fully loaded cars were built alongside their cousin, the legendary first generation Acura NSX.
Honda S2000 Specifications and Accolades (click to enlarge)
Gene, the seller, two states away, was contacted; the car was still for sale. Early in the conversation, unsolicited, he reduced the price by two thousand dollars, which would cover transportation and registration tax. The car’s 2nd owner, he religiously garaged it, maintained it’s original pristine condition, and was parting with it most reluctantly for personal reasons.
He sounded forthright, so, without even checking CarFax, money was wired and fingers crossed. After funds cleared, the S was loaded onto an enclosed auto carrier for the trek to it’s new home in the southwestern United States. Anxious, a few evenings later, receiving the delivery driver’s courtesy call was reassuring. When the car arrived, it was everything expected, and so much more. The S, fresh off the truck with no insurance, just had to be driven around the block… so, down into the cockpit I go. Ignition: rum-rum-rumble. Lights: HID’s explode up the night. Steering: watch out for the driveway ramp, this thing is low. What have I gotten myself into; SOB, this thing’s frickin’ hot.
The car staked out its territory in the garage next to the Element. A goal was set to keep the top down for the entire first year of ownership, which was met, save for one brief operational viewing. For months the windows remained down, only to reveal their tinting after the car’s first service as the grinning tech, delivered it for pick-up.
49/51 weight balance achieved by mid-engine configuration: the engine resides behind the front axle. Aluminum-alloy block/cylinder head, with fiber-reinforced (FRM) cylinder walls; 87.0 x 90.7 bore and stroke; 2006 MSRP: $34,050.
Barely broken in when it arrived, the S handles like a train on a track. Assertive revs in low gears get the car moving and at speed when VTEC engages the mild-mannered Honda breaks off it’s leash, and morphs into a hell-bent race-to-win demon. A favorite quality is it’s low-key persona that to the average observer appears like commonly seen two-seater drop-tops. Well… mmm, nnnot exactly. Although, yes, in that each successfully fulfilled it’s intended mission.
After having fulfilled a decade-long family caregiving obligation during which I could not normally be out of the house for more than three hours at a time, in the fall of 2017, receiving an invitation to spend Christmas in Georgia with friends led to the decision to enjoy newfound freedom and drive across country, instead of fly. Since the Element was approaching 200,000 miles, the S would go; we would cover the southwest, Midwest, Chicago, Michigan, New England, Washington, D.C., Atlanta, and return home via the southern route. Friend Mike, a voracious racer of his 300,000-mile S2000 The Beast, advised using caution on slippery surfaces, as the back end likes to come around. Tony, the reliable, local Honda service rep, inspected the car and gave a hearty thumbs up. Some friends thought I was crazy and going to die, others wished they could ride along.
Family day at the dealer: Element already serviced, S is up next.
Early in the expedition came two destinations that required the low-slung sparsely-sprung S to go off-roading on washboard gravel. We crept and were jostled as earthen speed bumps were negotiated diagonally to avoid undercarriage contact. But we made it. Then came the snow…
Judiciously following the forecasts, the weather for proceeding northward appeared favorable, until, outside of Kalamazoo, a fast-moving, unpredicted lake-effect blizzard appeared out of nowhere. Consulting my cousin, Bill, a Michigan native, helped increase awareness of the conditions ahead: not good. Although traveling well beneath the posted speed limit in the slow lane of the highway, the back end could be felt slipping and sliding. And, although it was comforting to know that the S came standard with VSA, (Vehicle Stability Assist), the snow was rapidly accumulating.
While in my teenage years, Dad, a Navy fighter ace & Minnesota native, deftly taught a valuable lesson in winter driving using his Austin Healy… sort of the 1960’s version of an S2000. So now, there was no real fear of driving in the snow, remembering the time he gave the order to goose-it while going around a residential corner, spinning the car into the ditch. Getting out of the stranded Mk II 3000, he calmly said Now I’m going to teach you how to get out of a snow bank. Got it; jockeying a car around in snow would be never repeated, and winter driving became rather enjoyable.
Brrrrr; Gilmore Car Museum, Hickory Corners, Michigan
Yet now in the S, a street-legal race car with performance tires, an unsure feeling had set in until, miraculously, an on-duty snow plow ahead in the slow lane came into view. It was closely followed for several miles onto an untrodden, otherwise indiscernible offramp. Alas, it pulled over to park, leaving the S alone again, now on a snowy two-lane country road, but at least it was off the highway. Locals began to back up behind the out-of-state, out-of-place little slowpoke, when a Budget Inn was spotted: safe at last. After registering and unpacking, a progress report was emailed to Bill. He responded, asking what type of car was being driven and then signed off by typing that he and his wife Debby keep their S2000 garaged in winter… what? None of us knew about another S being in our family. What was the likelihood?
By the next morning the roads were clear from plowing and salting so it seemed safe to mount up. Back at the highway, instead of proceeding north, the S was pointed south toward Indiana where it was warmer with no prediction of precipitation. Approaching the Honda dealer service garage in Ft. Wayne, the bay door magically arose… driving into the warmth and being surrounded by techs agape at the grimy salt- snow- and ice-encrusted little warrior, the S would enjoy an underbody hose down, new wiper blades, a winterized solution of windshield washer fluid and an exterior wash & wax. That next loop of the trip was instead made in an Enterprise 4×4 crew cab, which earned it’s keep, as it snowed both days up in Bay City while the S was at the Honda spa, for a well-earned soak in the hot tub, facial and full-body rubdown.
Formula-one inspired cockpit: function & form. And, luxury.
More good fortune was bestowed on the S while in Connecticut. My brother Tom’s driveway and surround were blanketed with snow and ice, so the decision was made to turn the S around while parking for an easier departure. After backing up just a few feet, a horrendous, chalk-on-blackboard sound was heard, the S shuddered and came to a grinding halt; it would move neither forward nor backward. #$%&! Getting out, it became evident that the wheels had gone off the driveway, as the S was hung-up mid-ship on an adjacent, snow-covered granite outcropping. Surprisingly, Auto Club could not provide assistance, so a jack-of-all trades was called in by Tom’s son-in-law, Rob, and by the time a nice dinner out concluded and we returned home, the S was found sitting pretty, unscathed, ready to go. And, there was no charge for the service call.
Length: 162.2; width: 68.9; height: 50; wheelbase: 94.5; weight: 2,835 (U.S. inches and pounds); fuel: premium unleaded; 20-25 mpg; tires: Bridgestone Potenza P215/45R17 87W (front); P245/40 R17 91W (rear).
A third stroke of good fortunate on this 8,000 mile, one-month journey occurred in Washington D.C. The S was parked near a museum by the White House. Returning to sit in the car to plan the next destination, a bump was felt when a driver in a Ram 1500, backing into the space ahead, misjudged the distance between the two vehicles, causing his big rig’s protruding hitch receiver to tap the diminutive S’s front air dam, leaving a couple of dimples. Getting out and being told that impact was made, he stated that he hadn’t even felt the bump, but was very nice, providing information on his insurer that, upon returning home, handled the front end restoration and alternate transportation. Fortuitous timing, the S was as good as new.
While still in the district, another example of good car karma: a nighttime tour of the floodlit monuments and the first time paying respects at the new WWII and 911 Pentagon memorials was deeply moving. Recognition and gratitude for all Americans who sacrifice and serve for freedom; thank you one and all. Afterward, and having attended high school and college while living in nearby northern Virginia, the general direction for then driving over to Georgetown for a dinner of reflective meditation was recalled, but while on the parkway leading away from the National Mall it became evident that GPS would be needed to continue.
Power folding top stores snugly, allowing a travel-lightly-sized five foot cubic trunk.
In order to stop for mapping, a closed-off street exit was approached, with what was just enough room for the S and one of D.C.’s finest, who seemed to be there only to monitor traffic. Parked and researching the route, an abrupt tap-tap-tap on the window was startling; the flashlight-wielding officer appeared and he did not look happy. While listening to the explanation of how it wouldn’t seem to matter to stop there momentarily, deadly serious, he interjected that it did matter and sternly but courteously provided directions. And, commanded an immediate departure. Parting amicably and while backing up, the street sign Observatory came into view; aha, Observatory Hill is the name of the vice president’s residence. Yes, the S and I were parked at Mike Pence’s back door. Pretty lucky having sidestepped being escorted out of our nation’s capital in chains and handcuffs.
Produced from 1999-2009, the Honda S2000 is widely considered to have set & held the world record for the highest output per liter in a mass produced normally aspirated reciprocating gasoline-powered engine for ten years, until passing the golden halo to the quarter-million-dollar Ferrari 458 Italia (caranddriver.com, 11-09)
Whether cornering on twisting backroads, thundering toward redline on freeway merges, transiting the great state of Texas at 80-90 mph or simply running neighborhood errands, driving the S2000 always puts a smile on my face and just feels right… engaging, exhilarating and entertaining. Helping me to begin a new volume in life, gratitude is felt for the good fortune of having found this once-in-a-lifetime car, or for it having found me, at the precise time an uplift was desperately needed. Later, when I become no longer able to drive the S, it will be passed to it’s next owner, who will, hopefully, maintain, enjoy and appreciate being the next caretaker of this milestone automobile. Thanks for riding along to share it’s journey.
I helped (ok, watched) someone change a timing belt on an S-2000 a few years ago. The engine was pure pornography. A wonderful car, and on my bucket list. Thanks for sharing!
Welcome JJPowers. I smiled when I saw the topic of your COAL. These are great cars and re-reading the specs of the S2000 still amazes me.
Your snow encrusted trip sounds like quite an adventure. My brief experience driving a S2000 left me with the impression that it was much larger and heavier than a Miata, so long high speed trips would not necessarily be spoiled by the high noise levels of short legged gearing.
And bravo for the Element. My significant other loves her 05 Element and has just refreshed its major suspension components and tires hopping to keep it for many more years.
So, is an Element COAL in the works?
edit – she is “hoping” to keep it for many more years. There is no reason for her to be hopping.
And while I am back in here, may I mention that Jack Baruth wrote an article on the S2000 vs Miata in R&T that some may find enlightening. It’s at https://www.roadandtrack.com/car-culture/a30492/miata-vs-s2000-the-less-than-eternal-battle/.
I enjoyed this firsthand S2000 tour. Your snow experience reminded me of the day I met the seller of my Miata halfway between our homes, a little town in northeast Indiana. A snow system moved in and hit hard just as I was starting for home with Mrs JPC and a son in the other car. Heavy snow, summer tires and a new rwd car – fun times. My drive was enough of a challenge, so I can only imagine adding a snotload of power to the experience.
I have gained new respect from recent discussions of this roadster. Yours is a beauty.
Nice write-up. I’m glad you’ve been able to enjoy the car, including in many conditions that fainter hearts may not choose to.
I commented a few weeks ago on a CC S2000 outtake how much I still regret selling my 2004. The car was a blast to drive in its element, namely winding roads and tunnels / underpasses, and was surprisingly (though not excessively) practical. The trunk can accommodate a couple of small suitcases or five to six bags of groceries. Not bad considering its diminutive size and sporting purpose. The seats and cabin were comfortable, too, something I feared might not be the case before I took a test drive (I’m not a small guy).
I got rid of the car after ten years of ownership because we moved to DC, deep in the District. We barely needed one car, and the S2000 could seat only two of the three of us. Moreover, a very urban environment is not the way to enjoy such a car. Constantly heavy traffic, frequent lights and stop signs, wheel eating potholes, and ubiquitous speed cameras meant I got it past second gear maybe twice in three months. It chagrined me to sell it, but it was like keeping a stallion cooped up in a dog run.
“all S2000s are pretty much alike”.
A mostly true statement, although Honda did update the car over the years, with the biggest change occurring in 2004. That year the wheel size increased, exterior lighting was modified, and the engine displacement increased from 2 liters (the “2000” in S2000) to 2.2 l.
Your 2006 also received an upgrade over the previous years- VSA. While you can step out the back end on all S2000s, the early cars without this feature are noticeably more squirrely.
“noticeably more squirrely”
My girlfriend at the time I was looking for a car had a 2001 Miata that I’d driven plenty and I test drove an early S2000 for myself. It was this squirrelliness that convinced me to just get an NA Miata. The Torqueless Wonder was nice in a lot of ways but the bathtub seating position that precludes resting one’s arm on the door and the unpredictability of the rear end made both daily driving and driving at the limit a lot less fun than they should be.
I can’t deny the S2000 looks good from every angle and the cockpit in particular has this “are we gonna have fun?” feel that few sports cars can match. Honda’s yellow has also always been a favorite color of mine and no car wore it better.
Anthony P: Interesting why the S2000 and Miata are compared. Yes, they both have four wheels and an engine. Regarding “bathtub seating” I’m of average height and have never had any issues resting my elbow on top of the door of the S; the interior door-pull, above the armrest that has controls for the windows, mirror and locks, is also perfectly designed for resting one’s arm. Not sure what you mean by “torque- less wonder” but you and your girlfriend are invited to drive my S anytime you’re in southern California. Sounds like she made the better choice with the Miata; the S was designed as a street-legal race car, for which it is still revered. If you really care, there’s an excellent video online of an S2000 racing a BMW. The driver seems to have no problems with the back end, and wins. Good wishes to you and your girlfriend for many safe and happy miles.
I’ve owned my 2003 S2000 since new. It now has around 70K miles. It’s usually my daily driver when I go into the office, but my commute is very short. Not a lot of opportunity within San Francisco to drive this car like it’s meant to be driven, which might explain the relatively low mileage.
2003 was the last year of the “AP1” version, featuring the F20C 2.0 liter, 240hp engine with a 9000rpm redline. 2004 and later “AP2″ versions of the car, in North America and certain other markets, featured the F22C 2.2 liter engine with the same horse power but a bit more torque due to an increased stroke. Redline for the F22C engine was lowered to 8000RPM, and drive-by-wire & stability control were added from 2006 onward.
VTEC engages around 6,000 rpm with a definite kick that can be felt. The 6-speed transmission in these cars is highly regarded for its great, solid shift quality and feel. The S2000 is highly entertaining and enjoyable to drive, although for a larger, somewhat gravitationally-impaired person like myself, the cabin can feel a bit cramped.
At 70k miles I am still on my original clutch and brake pads from new, so I’m probably not driving this car like it wants to be driven. I’ve only ever needed to do routine maintenance per the owner’s manual. Oil changes using Honda OEM oil filters (the larger-sized option that is available), and I’ve changed the accessory drive belt once. These engines use a timing chain, not a belt, so not a maintenance item. My car is completely stock, the only upgrade I’ve done is to the audio system. Kept the stock Honda radio but replace the door speakers and added headrest speakers from an aftermarket supplier. Made a huge difference in better sound quality and my ability to hear music with the top down.
The one expense I HAVE had to budget for is tires – the original AP1 S2000 has 16” wheels and Bridgestone Potenza S-02 tires that were specially developed for this car. These are strictly summer tires with a very soft rubber composition, and combined with the S2000’s suspension settings optimized for handling, tires only last around 10k for rears (due to the toe-in setting), and perhaps twice as long for the fronts. So I’ve replaced several sets of tires over 70k miles total. The Bridgestone S-02s had become rather expensive over time, so last tire change I switched to a different tire with similar characteristics, but longer tread life. So far these tires seem to be lasting a lot longer, and the change is handling is barely noticeable.
I can also report that, like the poster of this article, I was once caught in a snow storm in my S2000, about a year after I bought it. This was in Arizona during November, and I was driving from Phoenix to Flagstaff, an elevation gain of about 6,000 feet. What started out as pleasant, sunny weather in Phoenix turned into snow flurries and ice on the ground as I approached Flagstaff. I was not prepared, and had no business driving this car, with those summer tires, in that weather. Even though I was driving very slow, white-knuckled, I still lost traction, spun out and bumped the guardrail on the free way. Luckily I was right near an off-ramp with a motel close by. I had to be towed off the highway and into the motel parking lot. There I stayed for a couple of days until the snow storm passed and the highway was plowed. I was then able to back-track down to Phoenix and take the “southern route” back home to SF. No damage to the S2000 except for some scrapes to the vinyl bumper cover.
My 16 years of S2000 ownership have otherwise been great, and I will miss this car when the time comes to sell it.
Oh how I crave one of these cars.
Enjoyable reading, was just out in my ’04 S2k earlier today enjoying an afternoon of “severe clear” that Atlanta had been blessed with for Easter Sunday. I keep having the inner argument to sell it because I don’t drive it enough, always put to bed by a short drive. I’ve never owned such a sublime road car, though the ’94 RX7 it more or less replaced had its own merits.
I sat in a S2000 at a motor show when they first came out. I couldn’t get comfortable behind the wheel due to the stupidly short interior. I’m 6″2/188cm tall, 100kg and worked out. What possessed Honda to design a car with a bonnet long enough to fit nearly 3 engines in tandem in conjunction with a comparativly tiny interior?
I’m sure the North American market (where there will be plenty of potential buyers taller and heavier than myself) was one of the key markets for this car.
The digital instruments were also a turn off on in a car which is supposed to be for the purist: high revving naturallly aspirated engine, rear wheel drive, manual gearbox etc
If Honda had addressed these issues and preferably built it as a closed coupe like say a BMW 2 series I’d have probably bought one.
Regarding the long bonnet, you may be interested in the fact that the motor was intentionally positioned behind the front axle for ideal front-to-back weight distribution, since the goal was building a street-legal race car. If you care to learn the facts about what is under the hood, you may wish to research the engine compartment diagram. Be assured, there is no wasted space. Stupidly short interior? Sounds like your above-average height may not be accommodated in the S2000. Sorry. Yes,understand your first impression regarding the digital dash: when I initially looked at the S2000 the dashboard gauges reminded me of something you might find in a 1980s K-car. Not that there is anything wrong with a K-car. It didn’t take long to become a huge fan of the digitals. The information from the digitals is comprehended instantly. The gauges do an astonishingly effective job at their intended design purpose with neither wasted effort nor time. Pertaining to your final comment discussing the BMW 2 Series, the final S2000s were available as the Club Racer, a closed coupe. Thanks for your comment; best to you.
Nice car!
S2000 and Element, perhaps Honda’s two most interesting vehicles and nothing currently like them in the Honda showroom. I think these each have enough of a following now that you will pay dearly for a clean used one.
I’m hoping the Element COAL is coming, their unique talent set never matched my desires at all (my choice of suicide-door box-on-wheels would be an FJ Cruiser) so it will be interesting to read about it from an owner.