With Honda pulling the plug on its S2000 sports car this year, we decided to take the Club Racer version for one last drive.
If you're up on your Honda S2000 knowledge, then you probably know two things: The first is that this high-revving roadster, first sold in late 1999 for the 2000 model year, was originally envisioned as a limited-edition model to commemorate Honda's 50th anniversary. The second is that after a 10-year model run (which, by the way, far exceeded the company's expectations — over 12,000 were sold worldwide in calendar year 1999, with 110,673 sold worldwide through 2008), the S2000 will cease production this year, the final car scheduled to roll off the assembly line at the end of June.For those of you not up to speed on Honda's S2000, here's a brief refresher course: The S2000 brought Formula 1 engine technology to the street, with a 2.0-liter inline-4 that made 240 bhp (Honda was, understandably, very proud of the car's 120 bhp per liter — still an incredible number for a normally aspirated car to this day) and revved to 9000 rpm. The car made its peak power at an astronomical 8300 rpm, with Honda's VTEC variable valve timing kicking into high gear at 6000 rpm. The downside was that it only made 153 lb.-ft. of torque at 7500 rpm...so you really needed to rev it. Luckily, snicking through the gates of the 6-speed manual gearbox was pure joy, as it was (and remains today) one of the best-shifting gearboxes ever put into a production car.
Due to a curb weight of just 2755 lb. and rear-wheel drive, the S2000 was a terrific twisty two-lane and track-day machine, with quick, well-weighted steering and a fairly neutral handling balance. But early cars gained a reputation for being a bit nervous at the limit, resulting in the occasional unintended oversteer.
The S2000's interior was both unique and sporting (also Spartan), focused solely on the art of fast driving. Interesting features included its half-moon bar-graph tachometer display, a large digital speedometer readout as well as bar-graph displays for fuel level and coolant temperature. This instrument panel was ahead of its time in 1999, and many thought it was the wave of the future. Honda kept this electronic setup throughout the S2000's 10-year model run, although the tachometer's graph was reworked into more of a quarter-moon for the 2004 model. The car also had supportive seats and a grippy, small-diameter leather-wrapped 3-spoke steering wheel.
Although little changed on the S2000 throughout its 10-year run, 2004 saw updates to the engine and suspension. Addressing the S2000's anemic torque, Honda increased the engine's stroke to 90.7 mm for a gain of 181 cc, making it a 2.2-liter. High- and low-speed VTEC cam lobes were adjusted to make more productive torque, while the engine's redline was lowered to 8000 rpm. Peak power remained at 240 bhp, but was generated 500 rpm lower at 7800 rpm. Torque was increased from 153 lb.-ft. at 7500 rpm to 161 lb.-ft. at 6500 rpm. The ratios of the first four gears were also lowered to further improve acceleration.
To address the S2000's nervous tail, the '04 model received softer rear springs, a softer rear anti-roll bar and altered geometry. Wider tires (215/45R-17s up front with 245/40R-17s at the rear, versus the original car's 205/55R-16 front, 225/50R-16 rear setup) improved grip, especially at the rear.
On the outside, the '04 car could be spotted by its new 10-spoke wheels, new headlight cluster, LED taillights and oval exhaust tips. Inside, reshaped doorpanels, the aforementioned instrument panel and silver accents for the center console and radio cover were the highlights.
For the 2008 model year, Honda unveiled the limited-edition S2000 CR (for Club Racer), although the standard S2000 was still available. The CR's large rear wing, removable hardtop and in-your-face front air dam explained in no uncertain terms that, yes, this S2000's home was the race track. The car's firmer suspension — 38-percent stiffer front springs with 50-percent stiffer front dampers and 17-percent stiffer rear springs with 32-percent stiffer rear dampers, along with larger front and rear anti-roll bars hit home Honda's intentions. Even the stereo and air conditioning were deleted to save weight, although they could be added back as options. Stickier Bridgestone Potenza RE070s (215/45R-17 front, 255/40R-17 rear) and quicker steering rounded out the mechanical changes — the engine compartment was left completely untouched.
Ok, so the CR is a fantastic track car. But what's it like driving it to and from the track, or more importantly: Would a sane person even consider driving it to work? Although the CR's ride is harsher than your average family sedan, it's actually pretty easy to live with. Sure, some clutch slippage and revs are needed for quick-off-the-line stoplight launches; and don't expect Lexus-like civility inside the cockpit — the engine can be buzzy and a fair amount of tire noise makes its presence felt on the highway. But compared to pretty much any track-day car equipped with aftermarket suspension components, the CR is a pussycat.
And that's part of what makes the S2000 CR so alluring. You can virtually drive it off the showroom floor directly to a track, where it will perform (driver willing) at a level with cars making far more power, no modifications needed (other than brake pads). Plus, at $38,665 — with air conditioning and an 8-speaker AM/FM/CD stereo system — the CR is a mighty good bargain.
If the S2000 is so good, why is Honda killing it? A U.S. Honda official said: "It was simply decided that after a successful 10-year run, with lagging demand and a tough economic climate, production should be ended." And it was a good run, especially for a car Honda didn't have big plans for. But with only 2538 cars sold in the U.S. in 2008, the writing was on the wall.
So what can we expect as far as an affordable Honda sports car in the future? For now, a Honda source told us there are "no current plans for a successor. Never say never, but there's nothing on the radar."
In other words, until the economy picks up, don't count on something like the S2000 from Honda. But when things start looking up again, we wouldn't be surprised if Honda brings out a new sports car that's less expensive than the S2000, yet equally high-revving and exciting.
We can only hope. In the meantime, if you're looking for killer track-day car that's also a blast to drive on the street, the S2000 CR should be at the top of your list. Get one while you still can.
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