Honda S2000 roadster packs high power in a sporty two-seater
Bob Plunkett
Date Posted: 5/10/2005
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HOT SPRINGS, Ark. -- A narrow strip of asphalt, strung over rumpled furrows in the Ouachita Mountains of western Arkansas, contorts in an endless series of corkscrew corners with steep grades wrapped around granite ramparts or draped through deep valleys -- and only sporadic local traffic on the route plus a dearth of patrols to challenge our aggressive forward line.
This backdoor route to Hot Springs across pine-clad mountains in Arkansas, of all places, became our definitive test track to sample the expressive spirit of a raucous new two-seat sports car from, of all quarters, Japan's Honda.
The car -- designated as the S2000 -- drops into the North American market for a two-year production cycle limited to roughly 10,000 iterations, with half that number allotted to the 2000 model year.
We got to play with an early issue, although most of our seat time was spent searching for the wildest curvy circuits imaginable simply to push this little car to all physical limits of motion, inertia and gravity.
Drawn from Honda's extensive success in motorsports, the S2000 -- in classic roadster format with a front-mounted engine directing massive horsepower to the two rear wheels -- contains an impressive list of components, including a rigid monocoque chassis, four-wheel double wishbone suspension, precise rack and pinion steering system, strong disc brakes with anti-lock controls, tight race-type six-speed gearbox, and a high-tech aluminum engine which produces more power per liter than any other production car.
Imagine: Only two liters of displacement and four cylinders of action, but an output of 240 horsepower.
And the redline for this marvelous engine extends not to the conventional level of 6000 or 7000 rpms but way up there like a race car until the limiter kicks in at 9000 rpm. Honda set a multi-lobe dual/triple cam on top and hooked up its masterful variable valve timing and lift system, but -- also like a racer -- secondary camshaft lobes don't deploy until the engine revs above 6000 rpm.
To maximize all of that muscle, you must run the tachometer up in the unfamiliar range of 8000 rpms, and with that rush of power comes a high-pitched whine reminiscent of a Honda superbike so you can forget about conversing with a seatmate, but who wants to chat when you're negotiating with so much power and resultant speed?
Obviously, the S2000 is not a car for the masses, unlike every other Honda product offered in America, but, come to think of it, the S2000 is not like any other Honda.
Similarities with other Hondas end after listing VTEC valve timing, double wishbone suspension components and the Honda badge. Differences begin with the rear-wheel driveline, absence of an automatic transmission option, seats for only the driver and a close companion, and a convertible drop-top lid.
Its closest counterparts could be the Porsche Boxster S, BMW Z3 2.8, Mercedes-Benz SLK, and the original modern roadster, Mazda's Miata, which paved the way a decade ago for the recent rash of racy two-seat sports cars.
In terms of wily handling attributes derived from an extremely rigid chassis, the S2000 also evokes images of Honda's exotic Acura NSX supercar, but the project leader for the S2000, Shigeru Uehara, was also responsible for the engineering and design of the NSX ten years ago.
Like the NSX, so many of the engineering concepts for chassis and suspension were derived directly from Honda's experience in constructing world-champion race cars.
For instance, the monocoque platform -- a load-dispersing structure Honda calls the X-Bone frame -- has a central tunnel which functions as the car's backbone, with X-type cross-bracing applied to create an unyielding foundation of uncommon torsional strength and rigidity.
To this solid foundation, engineers attached an in-wheel suspension system borrowed from Honda racers. Control arms link to ball joints pinned inboard of the wheel's centerline, which reduces unsprung mass and optimizes tire contact with pavement and resultant adhesion.
The suspension design, when combined with that rigid frame and some sticky Bridgestone Potenza tires, produces movement characteristics in precise and acute terms.
Further, an ideal weight distribution with exactly half of the car's load dispersed to front wheels and the other half to the rear brings uncanny predictability when running through too-tight corners.
That explains our quest for curves in recent tests of the S2000, as we discovered that it can master a demanding road circuit with an agility only experienced previously in ultra-expensive exotics, like the NSX.
The S2000 looks as aggressive as it acts.
A sleek wedge-shaped shell, in classic roadster format with an extended prow and curt tail, shows an aerodynamic face marked by clear-lens high-intensity headlamps, a clean wrap of integrated monotone bumpers and vast horizontal air port. Flanks bulge at front wheelwells with muscular shoulders accentuated by sheer vertical planes arching over the openings, followed by rolled side slabs and more contours from rear wheelwell extensions. The back decklid tapers into curving corners capped by wraparound lamps and body-colored bumpers.
Only four racy color choices occur: Grand Prix White, New Formula Red, Silverstone Metallic and Berlina Black.
The interior, also like racers, leaves scant space for non-essentials, although there are plush fittings like leather seat upholstery and power for windows and mirrors.
Standard equipment includes air conditioning, an AM-FM stereo sound package with CD player and remote audio controls, power door locks, and electric power operation for the folding soft convertible top.
Two form-fitting bucket seats drop on either side of the high center spine, which has a console on top housing the short-throw manual stick shifter with a polished aluminum shift knob.
Ahead of the driver, an instrument panel looks like no other production car: In the absence of analog gauges, there's a bold digital numeric display of speed in a rectangular center window with flanking linear graphics showing fuel capacity and engine cooling. Overriding these instruments, an arching orange band depicting the digital tachometer sweeps across the panel with every goosy tap to the accelerator.
Try to engage the engine by turning the ignition key in the conventional switch set on the right side of the steering column, but nothing happens. To crank it up you must also depress the big red button located on the dash left of the steering column. It's easy to spot with the label, "ENGINE START," like in motorsports races with the familiar call to arms: "Gentlemen, start your engines."
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| 2000 HONDA S2000 VEHICLE SPECIFICATIONS |
| Description: |
2-seat roadster
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| Model Options: |
2-seat roadster
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| Wheelbase: |
94.5 inches
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| Overall Length: |
162.2 inches
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| Engine Size: |
DOHC 2.2-L I4 VTEC
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| Transmission: |
Manual/5
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| Drive: |
Rear
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| Braking: |
Power 4-disc/ABS
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| Airbags: |
2
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| Gas Mileage: |
21/27 mpg
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| MSRP Price: |
$ 31,000 |
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