2008 Honda S2000 Road Test Review

What was the first car that Honda built? Given its popularity around the globe and longevity, a Civic is a plausible guess, but that would be incorrect. Accord, perhaps? Guess again. No, the first production car that Honda ever made was actually a roadster, the S500.

Though intelligently designed passenger cars and utility vehicles are what Honda specializes in today, it was the S500 that demonstrated how closely Honda’s first steps into the motoring world were linked to its motorcycles. The S500’s engine, for instance, used thoroughbred motorcycle technology like dual overhead cams and four barrel carburetors. It also revved like a motorcycle; the 531 c.c. engine spun to a redline of 9,500 rpm. Lightweight and without frivolous add-ons, the S500 and its subsequent successors, the S600 and finally the S800, were true precision sports cars.

Fast forward a little less less than forty years (fifty years since Soichiro Honda decided to build motorized vehicles) and we’re transported to the beginning of this past decade. As a means of celebrating its heritage, the brand launched the S2000 as a tribute to its first cars. Quite a number of things had changed since 1963, however, as customers demanded amenities like a quick folding power roof (nine seconds), a stereo and air conditioning, but in principle this modern roadster is similar to its forebears. The S2000 is light and nimble, and its engine once again used precision motorcycle technology (VTEC was originally featured in Honda’s motorcycles). The results were nothing short of eye-opening: 120 horsepower per liter and a 9,000 rpm redline - two figures that few naturally aspirated car motors, outside of F1 and other motorsport applications, can match to this day.

With its extra-stiff X-Bone chassis for rigidity, a 50-50 weight distribution and double-wishbone suspension all-round, the S2000 was the perfect home for its race-bred engine. But the package wasn’t quite perfect. The S2000’s razor sharp handling and extra-firm ride were indeed assets on the track, or on perfectly smooth switchbacks, but consumers (those in North America especially) found it tiring to wring the engine in order to extract all the power and the suspension tuning and tire selection that enabled the S2000 to slice through curves also made it a bit unpredictable in transitioning to power-on oversteer. Without stability or traction control, for when the S2000’s back end got loose, one needed a sharp hand to catch it.

Honda addressed these complaints back in late 2003, and toned the package down for the North American marketplace. The public desired a vehicle whose power curve and torque curve was a little more like the broad sweeping arc of the LED tachometer. Honda’s response was to lengthen the stroke of the pistons, which increased displacement from the original 2.0-liter four to 2.2 liters, and alter the VTEC timing to favor the production of torque. Indeed, torque was up by 9 lb-ft, and across the rev range it generated between 4- and 10-percent more twist. Compared to the straight-six of a BMW this is still a peaky engine, but it’s much swifter off the line than it was before and has more power at lower engine speeds, helped along by shorter gear ratios. The harder, higher-revving 2,000 c.c. engine is still the standard unit for Europe and Japan.

Equally as important were the changes to the S2000’s suspension; Honda focused on making it’s roadster a more progressive vehicle at the limit. By increasing the width of its front and rear tires, and softening the rear suspension, the S2000 is less keen to oversteer, but this has been compensated by a quicker steering rack and rubber that offers more grip. Indeed, the S2000’s nose goes exactly where it’s told, and despite the use of electric power steering, there’s plenty of weight and good straight-ahead stability. Ultimately, Honda’s fitment of VSA stability control is a good thing, helping save those who push their S2000s a bit too far.


Virtually unchanged since its revision, bar new alloy wheels and a new color palette, the S2000 is still a very involving vehicle; one that demands the driver’s attention. Under blue skies and open roads, the S2000 is an absolute joy to drive. The 8,200 rpm redline isn’t as impressive as the two liter’s stratospheric redline (you can buy a V8-powered BMW M3 that revs to 8,400 rpm), but it’s just as frantic. Past 6,000 rpm and into the final stretch it’s almost as if the engine gets a second wind, pulling even stronger. I can’t think of anything that can replicate the hard-edged scream of an S2000, even in its toned-down state.

The S2000 is a sports car in the truest sense, with its extra hard ride and performance-honed chassis, but it isn’t a handful to drive in traffic. The clutch pedal is as light and as friendly as the one in a Civic and the six-speed stick that the engine is mated to is quite possibly the best manual transmission in the word. The throws are tight and gates are clearly defined; it’s joyously crisp. If you’re looking for something that’ll eat up the highway miles, I’d suggest looking elsewhere - the S2000 isn’t terribly happy just cruising about; the combination of the loud exhaust, short gearing, bumpy ride and wind noise is likely to leave you worn out at the end of a long day behind the wheel. If there is one advantage to taking it easy, it’s that the fuel economy is surprisingly good. After a week of driving, my average was in the mid 9s, including performance testing and city driving.


If there is one area that the S2000 is showing its age, it’s in the interior. It’s certainly well built, with soft-touch plastics and good quality leather; aging is the decor and its styling. Space is also in short supply, which isn’t helped out by the lack of a height adjustable seat nor a steering column that tilts and telescopes. The S2000 does not have a glove box either, just a couple of slots in front of the passenger’s shins for small items. There’s also a small lockable storage bin, and a bit of space behind the rear seats. Its trunk isn’t terribly large, but is usefully square and accommodating enough for a weekend getaway for two.

And though there’s a stereo system, it’s only a single-disc unit, with no aux-in or satellite radio. Honda took advantage of the closeness of the driver’s quarters, and opted to place key controls in a strange but intuitive manner around the dashboard. With my thumbs wrapped around the three-spoke steering wheel, I can still operate the stereo and climate controls without taking my hands off the wheel. Even with my pinkie finger curled around the handbrake, it’s still possible to wrap my thumb around the metal and leather-wrapped shift knob and change gears.

In light of what Porsche, Lamborghini, Dodge and so many others have done with their finest sports cars, Honda has also pursued a competition-oriented version of the S2000. It’s called the Club Racer (CR), and it’s essentially a track day special. Like the old S500 it loses many of its luxuries, such as a stereo and air conditioning, while sound deadening is reduced to lighten things up by 88 pounds. In the name of improving performance, Honda went so far as to ditch the power operated roof, using the space left over to install extra bracing for rigidity. While there’s an aluminum hardtop that can be bolted on, if it’s taken off you’re truly out of luck if it rains.

Enthusiasts that take their CRs to track days will also be pleased by the suspension upgrades, which include stiffer springs and dampers, sharper steering and stickier Bridgestone tires that are 10 mm wider for more grip. The most notable alteration is to the bodykit, where aggressive, lift-reducing aero add-ons and a tuner-style rear spoiler are fitted, giving the S2000 more downforce at high speeds. Of course, the CR isn’t for everyone - it’s a limited edition model that has a run of just 1,500 units.


Even without taking its age into account - it’s nearly ten years old, as hard as that is to believe - the S2000 is still one of the sharpest driving tools on the market. Time hasn’t blunted its responsiveness or dulled its ability to entertain its driver, especially when compared to some of its more luxurious rivals. It’s a bit sad that Honda didn’t take the opportunity to hone the S2000 a little more in recent years, keeping it on the leading edge just as it’s done with its mainstream products. As it stands, it’s uncertain whether or not Honda will follow up with a replacement either, potentially making this the last of Honda’s true sports cars.

The S2000 isn’t for the faint of heart, but when the open road calls the war-cry of its VTEC engine and its precision dynamics are more than up to delivering an enthusiastic answer.