October 17, 2005 - 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 it 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 are sold in Canada each year. The S2000 was 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 bumped up to 0.2-litres from 2.0.

So why isn’t the new one called an S2200?
The same reason its not badged as an Acura—marketing.



Do I still have to rev the snot out of the engine so the guy in the Cavalier doesn’t smoke me?
Yes, but its 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 lb-ft of torque to 162, 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 in still 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 the sound. 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 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.



Wasn’t the original S2000’s known for readily swapping ends?
Yes, but the new wider rubber and 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.



Sounds like the S2000 is “track ready” right out of the box. But is it more than just a toy?
The ride is way more compliant than a BMW Z4, and at elevated speeds, the S2000 is rock solid. There’s still no satellite-based navigation system, rear-parking sensor, powered folding hardtop, button-adjustable air suspension, traction or stability control, or paddle-shifting Tiptronic, Steptronic, DSG, SMG slushbox. However, you won’t find a more driver-focused cockpit beyond a Formula Ford. The arcing digital tach, with the big digital speedo tucked underneath, are found easily when you’re going hard and minding the apexes. The thin A-pillar is pushed forward, providing a good look while turning into corners. The leather steering wheel is not overly thick, and is wrapped in smooth, grippy leather. The cockpit may look barren, but that’s because all of the controls are housed in twin, symmetrical binnacles flanking the steering wheel within easy grasp of your fingertips—even while both hands are busy twirling. All of the controls have unique shapes—chiclets, toggles, knobs—ergonomically, it’s easy to get accustomed by only touch and feel.



So, you’re saying, if I love to drive, get the Honda over an Audi TT, Z4, Nissan 350Z, or even Mercedes’ excellent new SLK?
It's a no brainer—whatsa' matta' for you? Didn't you read our '05 Straight-Goods? My test car came with a bunch of vanity options that do nothing to enhance the driving experience. For around the S2000’s base price of $50k, there’s nothing that can provide such a visceral sports car feel. If owning a Mazda Miata can be considered a Bachelor of Arts in Sports Cars, consider buying the S200 as your PhD. And it’s a Honda, so you can drive it without the usual high-maintenance, sports car woes. Just remember, Honda stopped production of the supercar NSX last month, and it looks like the company is committed to its Super Handling All-Wheel Drive for future high-performance cars. Snoozing on your decision to get one of these rare roadsters may mean losing.

- John LeBlanc, Publisher, www.straight-six.com



Just the facts…

Build quality 
Features 
Performance
Fun-to-drive 
Overall value 

Vehicle Type: Front-engine, rear-wheel-drive, 2-passenger, roadster
Engine: DOHC, 2.2-litre I4
Transmission: 6-speed manual
Horsepower: 240 @ 7,800 rpm
Torque: 162 lb.-ft.@ 6,500 rpm
Curb Weight: 1,290 kilograms
0 to 100 kms/hr: 5.8 seconds
Wheels/Tires: 17-inch alloy/Front: 215 / 45R17, Rear: 245 / 40R17
Base price: $49,800
Optional Equipment: Front skirt ($863), Rear wing spoiler ($1,051), Side strake ($771)
Price As Tested: $52,485