Not that long ago, the Honda S2000 represented one of the great performance car bargains, with clean but well-used examples dropping to around £5,000. Now, with numbers dwindling and the collector appetite for raw, analogue sports cars from the 1990s and 2000s growing by the day, Honda’s high-revving hero is beginning to slip out of the grasp of many.
If you’re keen to grab one before they start to go the way of so many other Japanese performance icons, then these are ten things to bear in mind before you fire up your online car sales platform of choice, with input from serial S2K owner and former CT staffer Gabor Szedlak.
1. The later cars are softer
Launched in 1999, the S2000 was given numerous updates throughout its life. 2002 saw the plastic rear screen ditched for a glass unit for instance, but it’s the 2004 facelift changes that are worth giving the most attention to. Springs and anti-roll bars were softened, and in 2006 traction control became optional, before being fitted as standard in 2008.
If you’re in North America, it’s worth noting that the post-facelift cars are known as ‘AP2’ (European AP1 facelift cars are also referred to as AP2 by some), and have a larger 2.2-litre F22C engine fitted in place of the older 2.0-litre F20C. The redline dropped from 8800 to 8200rpm, and although power was unchanged, torque received a modest six per cent boost. Euro cars kept the old 2.0-litre.
2. S2000s require an attentive driver
You might be wondering why Honda softened the suspension rather than stiffened it. It’s because earlier cars were known to be snappy on the limit – very swift reactions are required if the rear does go. It’s something Gabor reckons you get used to over time, but if you want something a little less demanding, we wouldn’t judge you for getting a later car with the softer suspension and traction control.
3. Expect regular oil top-ups and changes
Honda S2000 – engine
S2000s can get through oil particularly quickly – as much as a litre for every 1000 miles – so should you buy one, keep a close eye on that level. It’s also worth checking if the current owner of any car you’re looking at has kept on top of it; if he or she seems like an inattentive moron, walk away. If the car has been run with the oil level too low, you’ll hear a knocking sound which indicates broken bearing shells.
As well as regular top-ups, frequent oil changes are advisable. Preferably every six months or 6000 miles, whichever comes first. You might hear a tapping on the top end if the four-pot is overdue a change; this noise is usually caused by a sticking hydraulic pin. Again, always look for evidence that past owners have kept up with this.
4. You can get used to the low torque figure
Honda S2000 – interior
With 237bhp but just 152lb ft of twist available from the 2.0-litre versions, the S2000 probably added more fuel to the ‘still more torque than a Honda’ fire than any other car from the company. However, Gabor reckons it’s easier to live with than you might expect, and it’s all thanks to the sweet gearbox: “You don’t feel the lack of torque so much because of the gearing, and changing down isn’t an issue because it has the best gear shift I’ve ever tried.” Besides, extracting everything from that engine on the way to its 9000rpm redline is part of what makes the S2000 special.
5. You need to keep an eye out for rust
S2000s were renowned in their day for their reliability, regularly finishing top of ownership satisfaction surveys despite being highly-strung sports cars. They generally still have this reputation today, but a couple of little issues have become known as time’s gone on.
The dreaded tin worm isn’t a major issue with S2000s, but Honda didn’t add a whole lot in the way of rust protection underneath, so it’s a good idea to give any potential used buy a good check down there. Rear wheel arches are also a known problem area, so be particularly vigilant here.
6. Watch out for faulty timing chain tensioners
Another known weak spot is the timing chain tensioner or ‘TCT’, which will produce a distinct rattle on startup when it’s on its way out. If left for too long, a faulty TCT can cause the timing to slip out, with potentially disastrous consequences for your top end. The part will cost from around £150/$190 and is reasonably easy to fit yourself; we recommend checking out S2Ki’s thorough guide before attempting the job. If you’re going to change the TCT or pay someone else to, it’s worth considering buying one of the modified replacement units recommended by the S2Ki guide, as these are stronger than the Honda-manufactured parts and shouldn’t ever need replacing.
7. The CR was the S2000’s finest hour
If you want the ultimate S2K, arguably it has to be the CR or ‘Club Racer’. It was only available in North America, and just 699 were built. As a consequence it’ll cost you a lot more than a regular S2000, but they’re well worth a look.
The CR is the brainchild of former Honda Chief Engineer Shigeru Uehara. He has a bloody good CV, being the man behind the original S2000, NSX and Integra Type-R, and this motor was essentially his retirement project. It has no more power than a standard S2000, but it lost weight due to the removal of the electric-folding roof, replaced with a set of gorgeous buttresses and a removable hardtop. The spare wheel was taken away, while air conditioning and the stereo were merely options. It also received aero upgrades – including a new front splitter and massive rear wing, reducing lift by 70 per cent – plus stiffer suspension and a quicker steering ratio.
CR values have already gone slightly bonkers – around $45,000 (approx. £35,000) is the minimum you’ll see them go for, and in 2022 a delivery-miles example went for a scarcely believable £200,000.
8. Values are on the rise
If you’re interested in an S2000, don’t put off your purchase for particularly long. In the UK at least, values have been steadily rising for a couple of years, so now is almost certainly the time to buy. It’s got to the point where you need at least £7000 for the cheapest tidy S2K. Anything with less than six figures on the clock is now £10,000 at a minimum, and really low mileage ones are creeping up beyond £20k. Buy one, keep it standard and out of a ditch, and you’ll have something you can sell for more than you paid, should you ever want to part ways.
9. There are alternatives, but they’re rather different
IThe S2000 arrived during something of a boom for the two-seat roadster around the turn of the 21st century. Think of a petrolhead-friendly roadster and a Mazda MX-5 naturally comes to mind, but the S2K was always positioned above it in terms of performance and price. Gabor – a former Miata owner himself – is quick to dismiss the comparison: “I don’t like people saying it’s a ’more powerful MX-5.’ It’s not even comparable.”
There were plenty of other options around at the time, but none quite fulfilled the S2000’s brief. It was often compared to the Porsche Boxster S and BMW Z4 3.0, but both had a lower-revving, torquier power delivery from their six-cylinder engines, as did the Nissan 350Z Roadster. The Mercedes SLK was always more of a cruiser than an out-and-out sports car, ditto the related Chrysler Crossfire. The Audi TT Roadster was blunted by its Golf underpinnings.
The related (and unavailable in the UK) trio of Pontiac Solstice, Saturn Sky and Opel GT arguably came closest conceptually, but they could never match the S2000’s build quality, handling or charismatic engine.
10. It might ‘ruin’ other cars for you
Because there’s so little else like it out there, and because it’s rather sharp (in the way the drivetrain and suspension are setup, rather than the electrically assisted power steering, which isn’t the most feelsome) you might find that any other sports cars don’t quite cut it any more. “After the rawness of the S2000, even the sharpest road cars feel rubberised,” Gabor expains, citing the example of a drive in a Toyota GT86, which he reckons felt a hell of a lot softer in comparison. You have been warned…
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