Wow, Honda still makes this?
Uh, huh. Using the classic front-engine, rear-wheel-drive, two-seat
roadster layout from the Honda SSM concept car that popped up at the 1995 Tokyo Motor Show, the production S2000 got its 15-minutes-of-fame back in 2000 when the production version was first introduced. It was so well received by the enthusiast press that car zealots assumed an S2000-based rear-drive sports sedan was in the cards. Instead, we got the European Accord/Acura TSX. Since then, only a handful of S2000s sold in Canada each year. Updated in '04 with new front and rear fascias, a roomier cockpit, revised rear-suspension tuning, and bigger rubber, the original DOHC 16-valve straight-four was also bumped up to 2.2-litres from 2.0.
Why isn't the new one called an S2200 then?
The same reason it's not badged as an Acura--marketing wanks.
Do I still have to rev the snot out of the engine so the guy in the lane beside me in the Cavalier Z24 doesn't smoke me?
Yes, but it's not a hardship by any means. Horsepower is still at 240, but
peaks now at a more leisurely 7,800 rpm versus the ol' mill's 8,300. Torque went from 153 to 162 lb-ft of torque, maxing out at 6,500 rpm; again, lower in the range. Admittedly, up to 5,000 rpm, you'll think you're driving a Civic DX. Between 5,000 and 6,000 is when the acceleration pedal starts to feel meatier. It's not as violent a change as in the early days of VTEC, but there's a lot to work with right up to eight grand. Getting to 100 kilometres an hour still takes less than six seconds. Despite only four cylinders, it's sewing machine smooth all the way to the redline. With the ragtop erect, the engine sounds imprisoned. Peel it back, and enjoy that VTEC scream. The associated wail will have you thinking "superbike" more than "road car".
So I'll be shifting a lot?
Oh yeah, baby! But what a shifter! It makes the new Mazda MX-5's
gearbox feel like a Freightliner's. As before, the S2000 has a longitudinally mounted six-speed manual with close-ratio gearing that enables strong performance in every gear. The linkage is direct, with short, surgically precise throws. When cold, initial shift quality is notchy, but double- and triple-cone synchronizers help reduce shift effort after a few miles, and a separate lubrication pump adds to the tranny's long term life. Honda's racing engineering heritage also shows up in other high-performance drivetrain features like a lightened flywheel, one-piece propeller shaft, compact pull-type clutch, and rigid axle. A Torsen limited-slip differential is standard and Honda saw fit to make ideal pedal placement for those who know how to heel-and-toe.
Weren't the original S2000s known for readily swapping ends?
Yes, but the wider rubber that was introdcuced in '04, and the slightly softened the rear suspension, have made the car more user friendly.
Hopefully, they haven't dumbed it down too much...
No way, José! For the money, no other roadster is as fluid, intuitive, or as lively on a twisty backroad. The steering has lots of feel, and the chassis is still as balanced as ever. The revised suspension only adds confidence for those without competition licences. It's still a blast to drive.
Uh, huh. Using the classic front-engine, rear-wheel-drive, two-seat
 |
| 2005 Honda S2000 (Photo: John LeBlanc, straight-six.com) |
Why isn't the new one called an S2200 then?
The same reason it's not badged as an Acura--marketing wanks.
Do I still have to rev the snot out of the engine so the guy in the lane beside me in the Cavalier Z24 doesn't smoke me?
Yes, but it's not a hardship by any means. Horsepower is still at 240, but
 |
| 2005 Honda S2000 (Photo: John LeBlanc, straight-six.com) |
So I'll be shifting a lot?
Oh yeah, baby! But what a shifter! It makes the new Mazda MX-5's
 |
| 2005 Honda S2000 (Photo: John LeBlanc, straight-six.com) |
Weren't the original S2000s known for readily swapping ends?
Yes, but the wider rubber that was introdcuced in '04, and the slightly softened the rear suspension, have made the car more user friendly.
Hopefully, they haven't dumbed it down too much...
No way, José! For the money, no other roadster is as fluid, intuitive, or as lively on a twisty backroad. The steering has lots of feel, and the chassis is still as balanced as ever. The revised suspension only adds confidence for those without competition licences. It's still a blast to drive.