Honda S2000 1st Generation 2000-2009 (AP1/AP2) Review

The S2000 AP1 evolved into the AP2 with the 2004 update. So, technically, there was only ever a 1st-generation Honda S2000, despite the AP2 code for the facelifted model. This provided the Japanese sportscar, penned by Daisuke Sawai, with a more aggressive set of bumpers, sharper head- and taillights, new wheels, and conclusive revisions to the interior. It also acted as the introduction for the F22C1 powertrain.

The S2000 retains its distinctive face but it is made to look more modern and intimidating. The front has been updated with projector headlights¹, a larger air intake on the lower bumper incorporating two small intakes at either end, the deletion of the two separate air intakes that used to sit either side of the bumper underneath the headlights, and a distinctive crease snaking up into the lower bumper on either side of the air intake². Minor alterations include a tow hook anchor point cover located on the left side above the air intake³ and two small clips for the license plate holder positioned at the center⁴.

The rear benefits from updated taillights - now LED ¹ - and a lower bumper trim that is color-coded ². This houses a new set of larger oval exhaust tailpipes replacing the previous smaller, round ones ³.

Honda added new 17-inch alloy rims to replace the old 16-inch items, fitted with the tire size 215/45 R17 at the front and 245/40-17 at the rear¹. From this angle, you're also able to see the revised front bumper² and headlights³.

With nothing much to do on the outside, Honda focused all of its attention on the interior and the electronics. First, and most important, traction control was added as standard. This is slightly controversial, but more on that later. The old-school throttle cable was dropped in favor of a drive-by-wire system.

Interior-wise, the facelifted model has speakers integrated into the headrest. Other changes to these later models include more user-friendly seats, and the ability to turn the passenger airbag off. As an added bonus, the instrument cluster gained an outside temperature reading. The center console was given a drastic revision as it features a new gear knob¹, repositioned roof and emergency-hazard buttons, and a new storage bin just ahead of the leather armrest². The graphics surrounding the climate controls as well as the badge located on the steering wheel have also been updated, the latter now a silver badge on a black background instead of the other way around as before³. The redesigned gauge cluster shows the new engine's lower red line by way of a rev counter that no longer goes all the way across the cluster as before. Instead of strips on the left and right, the temperature and fuel gauges are now semi-circles positioned to the right of the speedo and rev counter. The digital information display underneath the speedometer is also significantly bigger than before. In an additional revision in 2008, the gauge cluster was changed again, with the two semicircular auxiliary gauges dropped and replaced by two strip gauges that continue the arc of the rev counter from where it ends to the end of the cluster⁴.

All S2000 AP1 pre-updated models are equipped with an F20C 2.0-liter naturally aspirated four-cylinder engine that produces 240 hp at 8,300 and 153 lb-ft of torque at 7,500 rpm. Just like the 2.0-liter, the F22C1 2.2-liter Honda S2000 AP2 models also have a 240-hp rating, but at 7,800 rpm, and upping torque to 162 lb-ft, this time peaking at a lower 6,500 rpm. Increasing the stroke on the engine upped the displacement by 160 cc and decreased the rev limit from 9,000 rpm to 8,200 rpm. The engine is linked to possibly the best manual transmission ever made. It's a six-speed close-ratio gearbox, and if you ever want to feel what a manual transmission should feel like, go for a short drive in an S2000. It's right up there with the NA Miata and the Porsche 911 GT3.

Power is sent to the rear wheels only, but the underpinnings are perfectly suited to the car's sporty nature. It has a long wheelbase combined with a wider-than-usual track width. While we're at it, we might as well focus on the reasonable wheels. In recent years manufacturers have been fitting oversized rims with low-profile tires, and customers have been tricked into believing that it's "sporty." It's not. It's just uncomfortable. The Honda's original 16-inch OEM wheels offer grip for days, but you don't crush your spine when you run over a penny. Even the AP2 on its still-sensible 17s is perfectly acceptable.

The S2000 does have a reputation for being snappy at the limit, and also when you're not paying attention to it. Hardcore S2000 fans are of the opinion that Honda went soft with the AP2, but we're all for additional safety. The S2000 is a very nuanced car and you have to learn how to drive it properly first.

Thanks to Honda's unique VTEC engine technology, the S2000 has two driver settings. You either take every one of the six gears to the maximum rpm, or you only use 4,000 rpm and keep the fuel consumption low. As you can see in the table below, the S2000 is surprisingly frugal for a sports car. The updated 2.2-liter AP2 is consistently lighter on fuel than the old 2.0-liter, probably thanks to a far friendlier torque curve that does not require as much revving in normal driving.

* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.

Pre-facelift models come standard with ABS, seat belts with pre-tensioners and load limiters, roll bars behind the occupants' heads, and dual front airbags. The 2004 facelift adds a seatbelt reminder. The 2006 S2000 finally gets electronic stability control to go with its new drive-by-wire throttle.

The S2000 was rated by the NHTSA, but the less severe pre-2011 ratings apply. Still, the Honda's safety score is impressive considering it doesn't have a roof.

The S2000's trim structure is as simplistic as the car itself. From 2004 to 2007, Honda offered one trim option with everything as standard. In 2008, Honda introduced a more track-focused CR edition.

The S2000 has a sublime interior. Honda went minimalist before it even became cool to do so. As a result, the interior still looks fantastic even today. It is a strict two-seater. Six-footers might feel a bit exposed, but there are seat-lowering kits available. The trunk space is laughable, however. The five cubic feet of cargo capacity is enough for two small soft bags, and that's it. It's safe to say that any trips in the S2000 will be short.

Take a look at the interior layout and note how little the passenger has access to. The CD player is hidden behind a lovely panel, and the control for the roof is situated close to the shifter. The rest of the controls are all centered around the instrument cluster, beyond the reach of the passenger. Honda also included quick-access buttons for the CD player's volume and mode buttons. On the right side, you'll find the AC controls. It's a basic air-conditioning system that's either on or off, and it doesn't allow you to set a temperature right down to a decimal point.

The focus here is on the driving experience, and that's where the digital cluster comes in.

It's impossible not to get a kick out of the way the revolutions increase across almost the entire length of the display, turning red once you get close to the limiter.

The S2000 is remarkably cheap to service, even though it's a serious sports car. Add in Honda's renowned reliability, and you have a car that's not going to cost you serious money to keep on the road.

Service costs range from roughly $100 for an oil change to $2,000 for big repairs like replacing the rear wiper motor (hard to get to, so lots of labor) and replacing the exhaust gas recirculation valve. Generally, the Honda is reliable and won't give you any problems if you stick to the regularly scheduled maintenance. Experts estimate the average annual cost to keep a Honda S2000 in good condition is around $310, which is a smart investment considering how their value is going up.

A smart maintenance-reminder system became standard on the 2006 model but we would be wary of it because it's been dodgy in other Hondas, waiting too long to remind the driver of attending to some items. We'd stick to the recommended maintenance intervals and check the oil religiously every week, regardless of what the electronic system says. Honda recommends changing the engine oil every 7,500 and we would not exceed this limit, regardless of the musings of the maintenance reminder. Reduce this interval to 5,000 if you operate your S2000 in freezing or dusty conditions and perhaps to 3,000 if you regularly track it. Check the oil level between services too.

The diameter of the front and rear tires are the same, but width and aspect ratio differ. The 2000-2003 AP1 runs on 16-inch alloys and the 2004-2009 AP2 on 17-inchers, with the tire width increasing by one increment in front and two increments at the rear on the AP2 in a bid to rein in what was considered by some to be one of the AP1 1st-gen Honda S2000 handling problems - the tendency to oversteer abruptly.

Technical Service Bulletins according to the NHTSA. Check service book for:

There are not many 2000-2003 or 2004-2009 Honda S2000 recalls to look out for. The 2000 model was recalled for non-compliant side-marker lenses and faulty seat-belt retractors. All 2001 to 2005 models are recall-free, showcasing just how good Honda is at putting a car together. The 2006 model was recalled for having incorrect contact information in the owner's manual, while 2006 and 2007 models were recalled for a brake booster that may have a vacuum leak. There were no recalls during its final two years on sale.

Here are some of the known error codes you might encounter while shopping around for an S2000:

• On either the AP1 2000-2003 or AP2 2004-2009 Honda S2000, P0411 indicates that there is a problem with the secondary air injection system.
• The Honda S2000 P0420 code points to a problem with the catalytic converter.
• The Honda S2000 P0172 code indicates that the fuel system is running rich, which could be the main cause of the catalytic converter problem mentioned above.
• Code P1399 means that there is a random misfire being detected in the engine. This may require you to adjust the valves or unblock a passage in the exhaust gas recirculation system.
• Code P1411 makes mention of an incorrect downstream flow of the second air injection. This could be due to a faulty pump, blocked hose, or solenoid.
• The P0108 error code usually indicates a Honda S2000 MAP sensor problem.

Apart from the aforementioned engine problems, there have been a few 2000-2009 Honda S2000 convertible-top problems; some owners have noted that the tops may suffer from rapid deterioration if the car is parked in harsh conditions. It's best to ensure that your S2000 is parked under a shaded cover. If you don't have access to such facilities, consider purchasing a weather-resistant cover. Certain owners have even noted that the mechanism of the roof may not respond but this is a worse-case scenario.

There's also an issue with the AC which can whistle while operational. This is due to a worn expansion valve that will need to be replaced. Vibration on acceleration may indicate worn CV joints and coil-pack failure is usually announced by a misfiring engine. Note that misfiring can also be caused by fouled spark plugs due to excessive oil consumption. Rust isn't usually a problem, but if the car was used in a rust-belt state, check for rust on the underbody and rear wheel arches. Rear wheel bearings don't usually fail, but when they do, it's often because of aftermarket wheels that have a different offset to the standard wheels. Rather avoid non-standard S2000s. Like all cars getting on in life, there may be some AP1 1st-gen Honda S2000 high-mileage problems, so the later 2.2-liter is a safer bet because it is newer and some of the 2.0-liter's problems have been addressed in the larger engine.

Beyond this, there aren't any serious 2000-2003 or 2004-2009 Honda S2000 problems you should be aware of and the following systems and subsystems have proven to be largely trouble-free:

• As long as you replace the battery, spark plugs, and coils on time, there should be no AP1 1st-gen 2000-2003 Honda S2000 starting or ignition problems - nor do these become an issue on AP2 2004-2009 S2000s either.
• There aren't any notable 2000-2009 Honda S2000 differential problems, as long as you remember to replace the limited-slip differential's oil on schedule.
• Unless either the car's or the key fob's battery goes flat, you shouldn't experience any 2000-2009 Honda S2000 central-locking or alarm problems.
• While a few gearbox issues were mentioned previously, there are normally very few 2000-2009 Honda S2000 clutch master-cylinder problems to be reported, although abused cars may suffer premature failures.

The 2004 Honda S2000 is a model you may want to avoid as it is the year noted as having the most problems, particularly relating to the high oil consumption and wearing valve retainers. Although the F20C-powered model enjoys a higher rpm limit, it is the problem-child of the range, albeit the issues are few and far between. Keep in mind that the S2000 takes no prisoners and when manhandled around corners, you must be ready to catch it if the tail steps out. This is doubly important on 2000-2003 models that have a more tail-happy handling balance and should still be kept in mind on 2004 and 2005 models that don't have stability control.

The later S2000 CR is an extremely attractive proposition, but we wouldn't have gone as far as removing the air-conditioning and CD player. There are some previous owners out there who feel the same, but you really have to dig to find those cars and they come at a premium.

Otherwise, there is no wrong answer. As long as it comes with a full service history, buy whatever color you like the most. The F22C1 may not benefit from the pre-update's 9,000 rpm limit, but it is renowned to be a slightly more dependable powertrain. In terms of safety, opt for 2006 or newer, because these are the only models with stability control.

The Honda S2000 isn't for everyone. It takes a lot of hard work to get the most out of it, but the reward is just so sweet. If you want something that will simply give you that wind-in-the-hair feeling, the S2000 is completely the wrong car. This is a pure sports car that just happens to have a droptop. It was built for purists, and if you're one of those, you'll enjoy everything this car has to offer.