Wise Buyer
Prices are booming for this high-revving masterpiece. Here’s how to buy one
Stupendous power, superb fun. Bag a Honda S2000 while you can still afford to.
It might lack the visual drama of some roadster rivals but don’t let that fool you. The S2000 is a performance car that packs the most extraordinary punch – more than enough to put a Porsche Boxster in its place very neatly both on the road and track. It is an engineering tour de force and is one of the most brilliant balances of driving exhilaration and a pain-free ownership experience.
The S2000 story began at the 1995 Tokyo Motor Show, where the Sports Study Model made its debut. That concept – with its five-cylinder VTEC engine and semi-automatic gearbox – inspired a production car sharing its styling traits, from the long bonnet to the blistered arches. Although admittedly less dramatic than the show concept and with one fewer cylinder, the 1999 S2000 did go down well at launch – especially when reports of the driving experience began to emerge. There aren’t many versions to choose from but given the way it goes, this handsome pocket supercar is still available at a reasonably affordable price.
Well, just about…
Why you want one
On the face of it, the S2000 is lot less shouty than its rivals. First impressions are of a usable machine that’s superbly built with a subtle, handsome style – free of the bolt-on bling that comes with a lot of Japanese performance cars. The S2000 is a great shopping car. Bumble off to the supermarket through the traffic and it’s as civilised as a Jazz below 4500rpm. The ride is decent and you’re surrounded by high quality trim, with buttons and switches that never fail to do the stuff you need them to do.
It’s another story entirely when you head out of town, though, because the experience is absolutely electrifying from the moment you plant your right foot into the carpet. The famously high-revving naturally aspirated 2.0-litre VTEC engine throws out around 240bhp and feedback from the road through the chunky steering wheel makes the car feel truly alive, in a world where modern cars have become ever more sanitised. The engine comes alive beyond 5850rpm when the engine transfers to its second cam lobe and all hell breaks loose above 8000rpm, when the S2000’s character transforms yet again.
The steering is precise and brakes superb, biting hard when required. With all that power unleashed, it’s not a particularly restful car to drive fast but if you like your open top
B-road thrills with an edge, there’ll never be a moment when you wish you were driving something else. To use an S2000 to its full potential, however, we would recommend a track day. Or two. Or three.
Which one should I buy?
The 237bhp 2.0-litre, naturally aspirated fourcylinder VTEC engine and six-speed manual gearbox were the only options offered. Cars produced between 1999 and 2003 are known as the ‘AP1’, with only minor changes until a facelift in 2004. An S2000 sold after that got 17-inch wheels, triple beam projector headlamps and some minor bodywork and suspension tweaks but are otherwise pretty much identical. Watch out for the GT specification, which in the UK meant a removable hard top and a temperature gauge in post-2002 cars. Traction control was fitted as standard from 2006 along with further improvements here and there. Marking the end of production in 2009, the GT100 special edition got little more than a white paint job.
A 2.2-litre model was available elsewhere in the world, with Japan getting the bonkers Type S and the US a Club Racer model with track-focused modifications and a body kit. The best imports generally come from Japan, even though the US
‘A decent supercharger kit can take power to 350bhp and beyond’
was the S2000’s biggest market. Here in the UK, buyers tend to value an S2000’s driving experience above all else, so later facelifted cars often command more than earlier models thanks to the suspension modifications.
Only a Lotus Elise S1 or Renault Sport Spider can offer the same blend of ‘90s hardcore driving characteristics – and they come at the cost of usability. Porsche’s Boxster and BMW’S Z4, meanwhile, match the S2000 for low-speed civility for a little less outlay but don’t have the same sparkle. With its ability to straddle both genres, that leaves the Honda as something of a unique option. Basically, any version will delight.
What should I look for?
Honda S2000s attract fastidious enthusiasts. Clean cars are relatively easy to come by, so you can afford to be fussy about what you choose. Strong money should buy your way out of many of the common problems that afflict cheaper examples. These issues are easy to spot and commonly include loose interior trim, signs of water ingress and a weak handbrake. However, It’s easy to find an S2000 with an accumulation of Diy-able jobs that will have dragged down its value, but can be easily fixed at home. Project cars like this are typically early UK market cars.
Where you could get bitten is if the car’s engine has been neglected. Meticulous service history is essential, especially if a car is priced strongly.
The VTEC requires frequent topping up with fully-synthetic oil and changes every 9000 miles or so – preferably less. Don your ‘modern car’ thinking cap when assessing an S2000. MAP sensors are relatively cheap fixes; coil packs, injectors and lambda sensors less so. An audible rattle at idle when warm can indicate that the timing chain and tensioner need replacing. They’re easy enough jobs to do but can cost quite a bit.
We’ve not heard of any significant issues with corrosion but it’s worth getting underneath the car as best you can to check the sills, subframes and the areas behind those pesky plastic wheelarch liners. Inspection for accident damage is absolutely vital, too. The nature of the 50-50 weight split means that a badly driven car can snap away very quickly under sharp throttle and steering inputs. Check the tyres and the suspension geometry setup, too, becuse these are twitchy cars and you want to ensure the handling is okay. You might discover seized bushes on some neglected examples; we’re told that they’re particularly awkward to get out of the arms and Honda doesn’t sell bushes by themselves, so check that they’ve been greased or replaced.
Many cars will have been regularly hammered around race tracks so be wary when inspecting a potential purchase. Don’t rule out modified cars, though, because you may well find one that’s been done well and actually adds to the overall package. A decent supercharger kit can take power to 350bhp and beyond, but be mindful of overheating when on the test drive.
Fortunately, UK owners aren’t short of specialists, with a dedicated UK S2000 Owners’ Club and active forums. Parts and tuning specialists are plentiful but it’s unlikely that you’ll find dealers with more than one S2000 for sale. Low-mileage S2000s aren’t as easy to find as they used to be but they are still out there so it’s another very good reason to get friendly with the club.