Why the Honda S2000 is a Supreme Sports Car

“You will be surprised to know that we had very little input from the marketing people,” said Shigeru Uehara, the chief engineer behind the Honda S2000. “We wanted a car that pleased us as engineers.“

The Honda S2000 (commonly known as the S2K) was developed with this ethos in 1999, a car so pure in its intent that it still holds a special place in the hearts of enthusiasts globally. Designed to celebrate Honda’s 50th anniversary, it embodied the company’s racing pedigree and engineering brilliance in a sleek, convertible package.

“A car isn’t just a mode of transport; it’s an extension of your passion,” Shigeru Uehara.

Let me catch you up on what you’ve been missing. I’ll dig into the car’s history, cost, rarity, performance, tuning potential, and motorsport legacy, explaining why it remains a modern classic.

Few cars can match the balance of the Honda S2000. It’s quick, balanced and it’s tuneable, this convertible covers all the bases. While competitors like the Mazda MX-5 were undeniably fun, they lacked the power and performance edge that the Honda sports car delivered. Meanwhile, bulkier options like the Nissan 350Z often sacrificed agility. The S2000, however, manages to strike a rare middle ground that continues to win over enthusiasts decades later.

The F20C engine at the heart of the S2000 was a game-changer. Honda’s commitment to precision engineering resulted in the highest power output per litre for a naturally aspirated engine in a production car. With a remarkable 240 horsepower and a redline of 8,900 RPM, the engine became a symbol of Honda’s engineering philosophy: a focus on high-revving performance over low-end torque. This meant that the S2000 was incredibly responsive and agile, qualities that made it stand out from the competition.

To complement the incredible engine, the Honda engineers prioritised balance and handling. The car’s 50:50 weight distribution and front-mid engine layout created a chassis that was light and nimble. An enthusiast’s dream.
The monocoque body and high X-bone frame provided exceptional torsional rigidity, contributing to excellent cornering. These engineering decisions were made to ensure that the S2000 wasn’t just fast, but also incredibly rewarding to drive.

The Honda S2000 wasn’t just another roadster—it was a spiritual successor to the company’s earlier “S” sports cars. Models like the S500, S600, and S800 were lightweight, compact roadsters that showcased Honda’s early engineering prowess. These vehicles, produced in the 1960s, featured innovative designs but were relatively niche in appeal.

Launched in 1999, it entered a market with fierce competition. What set it apart was Honda’s focus on engineering excellence. Unlike its competitors, the S2000 was a precision tool with a race-inspired design.

The Honda S2000 had a significant cultural impact during its years of production, where it went beyond car guys. It became a Japanese automotive icon and made its way into the movies. The S2000 gained mainstream recognition in 2 Fast 2 Furious, where it was driven by Suki right from the very start of the movie. Along with being in such an iconic car movie, I remember it from video games like Gran Turismo and Need For Speed. These appearances definitely solidified its place in many people’s memories like my own and earned its place in automotive history.

In terms of market impact, the S2000 was a unique sports convertible. It had several competitors; like the Mazda MX-5, Porsche Boxster, and BMW Z3 (and later the Z4). But I certainly think the S2000 stood out for its combination of engineering design, performance, and driving experience. The competitors focused on affordability or luxury, while the S2000 delivered a raw and solid experience at a relatively accessible price point. I would suggest it was arguably the enthusiast’s choice of the options available at the time. A performance car without the high price tag of more established sports cars.

Jeremy Clarkson, in Top Gear Series 3, Episode 2, compared the Honda S2000 to the Porsche Boxster and BMW Z4 on the Isle of Man, praising its performance and handling, stating it was “the best two-seater roadster” among the contenders. Meanwhile, James May, who was driving the Porsche Boxster in the same episode, acknowledged the S2000’s impressive engineering but preferred the Boxster’s overall refinement.

Even after production, the S2000’s status grew. Its limited production numbers (113,889 units over 10 years) and the increasing appreciation for modern classics meant the S2000 became a desirable collector’s item. This is shown today with its premium prices, particularly for well-maintained, low-mileage examples.

Let’s take a look at the key moments in the S2000’s development journey:

• 1995: Honda starts conceptualizing a new roadster as a spiritual successor to their earlier S-series cars. The project is aimed at celebrating the company’s 50th anniversary.
• 1999: Official launch of the Honda S2000 at the Tokyo Motor Show. With the release of the F20C engine, a 2.0-litre, naturally aspirated unit that produces 240 horsepower, the car quickly sets the standard for performance roadsters.
• 2003: Introduction of the AP2 model. This update includes the F22C1 engine, a 2.2-litre variant that offers more low-end torque and a slightly revised design for improved stability.
• 2004-2009: The S2000 enjoys its peak production years, where models like the Club Racer (CR) and the Type S emerge as limited-edition variants, further enhancing the car’s reputation and appeal.
• 2009: End of the S2000’s production in Japan, marking the end of an era for Honda’s revered roadster.

When it debuted in 1999, the Honda S2000 was priced at £20,000–£25,000 ($30,000–$37,500 USD). This made it a bargain for a car with 240 horsepower and world-class engineering. Fast forward to today, and it’s now a collector’s item:

• United Kingdom: Well-maintained examples sell for £15,000 to £50,000, with special editions fetching higher prices.
• United States: Prices range from $20,000 to $70,000 USD, depending on mileage, condition, and rarity.

Limited-production variants of the S2000, like the Club Racer (CR), Type V and Type S, come at a premium. The CR was limited to just 699 units, where pristine examples can sell for $80,000 USD or more. Equally coveted is the Japanese-exclusive Type S, offering a combination of track-ready features and road comfort.

The Type V, also a Japanese domestic market exclusive made way for the Type S in 2007. The Type V played a significant role in the S2000’s development. Honda equipped it with revised damper units and stabilisers, the Type V was designed to improve handling stability, particularly in high-speed cornering. A limited-slip differential (LSD) was also added for enhanced traction and car control.

As demand for modern classics grows, the Honda S2000 is increasingly considered a smart investment. Its limited production of just 113,889 units ensures rarity, whilst its enduring popularity keeps demand high. Low-mileage examples in original factory condition are especially prized, with rare colours like Spa Yellow Pearl or Grand Prix White fetching premium prices. Special editions like the Club Racer (CR) and Type S, produced in limited numbers, also command significant value.

Collectors value accident-free cars with full-service records, two sets of keys, and original accessories like the hardtop. As fun cars like this are only becoming rarer, the S2K is a future-proof addition to any enthusiast’s garage.

• Limited Production – Honda produced just 113,889 units of the S2000 over its 10-year lifespan. For comparison, the Mazda MX-5 has surpassed 1 million units sold globally.
• Annual Quotas: Honda shipped around 4,000–5,000 units per year to the U.S.
• Global Allocations – Even fewer cars were sent to Europe and Japan.
• Declining Supply – Many were heavily modified, raced, driven hard or crashed, leading to a decline in pristine stock examples. Combined with its initial low production numbers, finding a well-preserved example is increasingly challenging.

The Honda S2000 specs are very impressive for its time. Especially the two engine variants. The F20C and F22C1 engines were marvels of engineering. At its debut, the F20C held the record for the highest power output per litre for a naturally aspirated engine in a production car until 2010 with 123.5hp/L until Ferrari began production of 458 Italia in 2010, which produced 124.5 hp/L. Its 6-speed manual gearbox is widely regarded as one of the best, offering short, crisp shifts.

• F20C (AP1): The 2.0-litre engine delivers 240 horsepower and an impressive 8,900 RPM redline.
• F22C1 (AP2): The 2.2-litre engine offers more torque (162 lb-ft), making it more usable at lower RPMs, though its redline drops to 8,200 RPM.

With a 0-60 mph time ranging from 5.5 to 6.8 seconds and a top speed of 146 mph, the S2000 may not be the fastest by modern standards, but its power-to-weight ratio and precise handling make it an incredible car to drive on both the road and track. It is a tool that can use its low weight, precision and balance to whoop ass. 0-60 and top speed aren’t a measure of its agility.

Chief engineer Shigeru Uehara famously rejected typical market-driven decisions, instead prioritising driver engagement. The result was a car built without compromise. Honda engineered the S2000 with precision and balance in mind, which I believe is the recipe for the best product. Driver engagement and experiences are what help us form bonds with our cars.

While the S2K is exhilarating on the open road, the high-revving nature of its engine can make it less practical in city driving. The engine lacks low-end torque (F22C1 less so), requiring frequent downshifting, and the cabin noise can be intrusive during spirited runs. However, these quirks are part of its charm, which you will learn to love. And let’s face it, you’re not buying an S2K to sit in traffic.

Ok, I’ll admit, it might not be as quick as modern sports cars, but I certainly believe it is still fast where it counts due to its power-to-weight ratio. So, what is fast enough? It’s all relative.

The S2000 excels in delivering an engaging driving experience. The sensation of wringing out every horsepower the engine has to its redline remains unmatched.

The Honda S2000 is a legendary roadster that has earned a cult following, known for its high-revving engines and precise handling. Let’s break down the key specifications for both the AP1 (1999–2003) and AP2 (2004–2009) models, highlighting the major differences and improvements.

AP1: The F20C engine is a 2.0L Inline-4 DOHC engine that produces 240 hp at 8300 rpm and 153 lb-ft of torque at 7500 rpm. This engine was known for its high-revving nature, with a redline of 8900 rpm, offering an exciting driving experience.

AP2: For the North American market, the F22C1 engine was introduced for AP2. This is a 2.2L Inline-4 DOHC unit, producing the same 240 hp, but at a slightly lower 7800 rpm. Torque is increased to 162 lb-ft at 6500 rpm, providing a bit more mid-range power. The redline for this engine is slightly lower at 8300 rpm, reflecting a more refined driving experience.

The F22C1 was later introduced into the Japanese market in 2006, with 239hp and 163 lb-ft.

Both models are equipped with a 6-speed manual transmission. However, the AP1 features shorter gear ratios, which make it more responsive at higher RPMs, while the AP2 has revised gear ratios for improved stability and smoother highway driving.

The AP1 comes with 16-inch wheels and a suspension setup that is prone to snap oversteer, making it a bit more challenging to handle, especially for less experienced drivers.

The AP2, on the other hand, comes with 17-inch wheels and revised suspension geometry that enhances stability and reduces the likelihood of snap oversteer, making it more approachable for less experienced drivers.

Both models share the same dimensions: 162.2 inches in length, 68.9 inches in width, and 50.6 inches in height, with a wheelbase of 94.5 inches. Despite the slight differences in weight, both versions offer a compact and agile driving experience.

The AP1 achieves 0-60 mph in 6.0 seconds, with a top speed of 150 mph.

The AP2 is a bit quicker, reaching 0-60 mph in 5.7 seconds, with a top speed of 148 mph.

The AP1 offers 23 mpg (City) and 26 mpg (Highway), while the AP2 provides slightly lower efficiency, with 21 mpg (City) and 25 mpg (Highway).

The original front and rear bumpers fitted to the AP1 had a more aggressive look, while the AP2 featured revised bumpers, along with updated LED tail lights, giving the car a more modern and refined aesthetic.

The S2000’s engine and chassis combination results in it being a great platform, making it a tuner’s dream. It’s a car that can handle modifications ranging from basic bolt-on upgrades to full-blown track builds.

Of course, you can tune your S2000 and transform it into a track weapon, it’s important to consider the car’s value. Collectors often prefer stock examples, so reversible modifications are ideal for those thinking about resale. (I know what I’d be doing, heading to the toolbox).

Brands like Spoon Sports, Mugen, and HKS are the most popular and premium range of performance parts. But there are many more available on the market to cater to whatever your goals and style may be.

• Turbocharger kits capable of boosting power to 400+ horsepower.
• Upgraded exhaust systems for improved performance and sound.
• Adjustable coilovers for better cornering.
• Sway bars to reduce body roll.
• Carbon Fiber body panels; bonnet/hood, boot/trunk, splitters or spoilers.
• Lightweight alloy wheels.

The Honda S2000 has built a reputation for itself in a variety of motorsport disciplines, making it a go-to choice for casual track-day enthusiasts and competitive racers. It’s also not uncommon to see a boosted S2K on the quarter-mile. Believe it or not, its small, lightweight chassis and tunable engine make a great foundation for a drag car. Every now and then, you’ll see heavily modified S2000s running impressive times at local tracks and in national drag racing series.

Its success is no accident—the car’s design attributes lend themselves perfectly to precision driving, track performance, and adaptability across multiple racing formats.

The S2000’s 50:50 front-to-rear weight balance is a hallmark of its design. This balance ensures predictable handling, allowing drivers to push the car harder through corners with confidence. Because most of the engine is behind the front wheels, this is technically a front-mid-engined car. On the track, this translates to smooth transitions and minimal oversteer or understeer when driving at the limit.

Both 4-cylinder variants of the engine deliver peak performance at the top end of the rev range, ideal for fast-spirited driving. This makes the car particularly enjoyable in technical circuits, where maintaining engine momentum is key.

Honda’s innovative hybrid monocoque body and “high X-bone frame” design provides exceptional torsional rigidity. This rigidity allows for precise cornering capabilities, as the chassis resists flex under heavy loads. It also enhances the car’s durability for motorsport use, ensuring consistent performance lap after lap.

Weighing under 2,800 pounds (1,270 kg), it is inherently agile. Its lightness makes it quick to accelerate, nimble in corners, and less taxing on brakes and tyres during track sessions. This low weight is especially advantageous in autocross and time attack events.

The car’s double-wishbone suspension setup ensures excellent wheel control, while its quick and direct steering offers unparalleled feedback. These attributes make it easy for drivers to feel the car’s limits and adjust their inputs accordingly—critical for competitive racing.

While the stock brakes feature single-pot calipers, they are surprisingly effective for track use due to the car’s lightweight and balance. For more serious enthusiasts, aftermarket big brake kits are a popular upgrade to improve fade resistance during longer sessions.

The Honda S2000 has established itself not only in autocross, time attack and ProAM racing but to my surprise, also in drifting. In 2014, Chris Jeanneret’s competed in Formula Drift with a 1000hp S2000 and before then, it had already scored multiple podiums in the mid-2000’s.

In time attack racing, where every tenth of a second counts, the plucky Honda convertible has proven itself a top contender. Modified examples have set lap records at iconic tracks like Tsukuba Circuit in Japan, showcasing the car’s potential when properly tuned.

Its ability to consistently lap with little modification speaks to its exceptional engineering, which allows it to outperform cars with more powerful engines in the right conditions.

Thanks to its agility, lightweight design, and immediate throttle response, the S2000 has become a popular choice for autocross enthusiasts. Its ability to navigate tight, technical courses with precision makes it a standout performer in this discipline.

In grassroots motorsport, the S2000 often competes in club-level events across North America, Europe, and Japan. Its reliability, affordability, and easy access to parts make it a practical option for aspiring racers.

Use beyond competitive racing, it is a track-day staple. Its robust engine, simple mechanical design, and forgiving handling make it an excellent car for those looking to refine their skills on the track. Many enthusiasts appreciate that the car performs exceptionally well straight out of the factory, requiring minimal modifications to thrive on the circuit.

The Honda S2000 is more than just a car—for some, it’s a learning tool for enthusiasts. Its engaging handling characteristics teach drivers the importance of smooth inputs, throttle control, and maintaining momentum. Unlike turbocharged competitors, the naturally aspirated engine rewards precision, making it an ideal platform for building driving skills.

For those who want to take it further, the S2K offers endless tuning potential. Upgraded suspension, aero kits, and engine components can transform it into a serious machine, but even in stock form, it has got to be one of the most balanced and enjoyable cars to drive at the limit.

Unlike many modern sports cars, which I believe often overuse sharp lines and oversized grilles, the Honda S2000 boasts a clean, minimalist design. Its proportions; a long bonnet, and short rear deck, are classic roadster cues, giving it a timeless appeal.

Even the interior is understated, with a driver-focused cockpit and one of the coolest digital gauge clusters fitted to a car.

I was only 7 years old when it was released and reviewed in magazines in 1999, but I’d be pretty confident in saying it’s a car that looks just as good now as it did then, maybe even cooler if I were to compare it to some of the present-day designs.

Driving the S2000 today is a reminder of how pure driving can be. And that’s not to say that other sports convertibles aren’t pure, but I admire it for being such a well-rounded sports car. Adequate power and sublime handling, with no overbearing electronics or unnecessary frills, it’s a car that connects directly with the driver—a rarity with a large quantity of today’s vehicles.

As of now, Honda has not officially announced plans for a new Honda S2000. However, there has been speculation fueled by concept designs and patent filings, such as the Honda Sports Vision Gran Turismo, a futuristic-looking lightweight sports car. Quite frankly, it reminds me more of the Honda CR-Z.

The original S2000 remains a classic, and a potential new model would likely incorporate Honda’s latest technology and should stay true to its roots. But I’m sure many of you have noticed that very few manufacturers have succeeded in capturing the original personality and spirit when repurposing the name of a previous success.

Anyone who appreciates cars won’t see the Honda S2000 as just a lightweight convertible; it’s an icon of the good days when the engineers had more fun. I only wish it was appreciated more during its time, then maybe there might be more available for us to buy now.

I don’t care if it’s a track toy or preserved as a collector’s item, just as long as it’s driven. That’s what it was made for.

I’ll end with a call to action: With rising prices and diminishing availability, now might be the perfect time to secure yourself an S2000. If you’re still not convinced, what are you buying instead? I’m curious.