Right, some cars are merely built. Bits bolted together, a dash of marketing, and ‘voilà,’ a car. But the 2000 Honda S2000 AP1? Oh no, that was something altogether different.
That, my friends, was a proper, unadulterated engineering statement. A glorious, high-revving, two-finger salute to the beige, the bland, and the utterly sensible.
Launched in April 1999 for the 2000 model year, precisely to mark Honda’s 50th anniversary, this machine wasn’t just another model; it was a profound declaration, a distillation of Honda’s decades of sports car mastery, honed to a razor’s edge.
From the moment it arrived, the S2000 immediately set a new benchmark for affordable performance. Its perfect 50:50 weight distribution and exceptional handling weren’t just talking points; they were the very essence of its being. It wasn’t trying to be a Porsche, nor a Miata. It was simply, defiantly, a Honda. And that, as one shall see, made all the difference.
Genesis of Honda S2000 AP1: From Concept to Cult Classic
The Honda S2000 AP1’s journey began not with a whimper, but with a concept car that screamed intent: the “Sports Study Model,” or SSM, first gracing the Tokyo Motor Show in 1995. This was no whimsical sketch; it was a serious design study for a high-performance, lightweight convertible, a clear signal of Honda’s ambition.
And here is where the meticulous observer would nod sagely, for this car was a triumph of engineering over, well, everything else. Chief engineer Shigeru Uehara, a man whose resume includes the legendary NSX, famously declared that marketing input was minimal.
The engineering team desired to build a car to please themselves, not to tick boxes for a focus group.
The outcome was a vehicle uncompromised, built with precision and balance as its core tenets.
This uncompromising design philosophy is precisely why the S2000 ascended to cult classic status. It was not diluted by market trends, thereby preserving its unique character and establishing it as a testament to what Honda could achieve.
The Honda S2000 AP1 was officially announced in September 1998 and launched in April 1999. Its name, S2000, refers to its 2.0-liter engine displacement, continuing the tradition of Honda’s 1960s roadsters like the S500, S600, and S800.
The Heart of the Beast: F20C and the 9,000 RPM Symphony
Right, let us talk about the engine, shall we? Because, frankly, with the S2000, it is all about the engine. Tucked neatly behind the front axle, providing that perfect weight balance, is the F20C. A tiny little 2.0-liter naturally aspirated inline-four, but oh, what a four-cylinder it was.
Now, one might look at a 2.0-liter and think, “Oh, that is a bit… small, is it not, for a sports car?” But this little Honda, bless its cotton socks, punched so far above its weight it practically redefined the term. We are talking an astonishing 120 horsepower per liter in US-spec, or even 123.5-125 hp per liter in JDM-spec. That is more specific output than a Ferrari until 2010! Absolutely bonkers for a mass-produced car.
And then there is the noise! Oh, the noise! One presses that big, red ‘Engine Start’ button, and it burbles, it idles, it is polite. But then, one pushes it, one really pushes it, and as that digital dial sweeps past six thousand, VTEC kicks in, and all hell breaks loose! It screams, it absolutely screams to 9,000 RPM! It is an intoxicating, aggressive, almost violent symphony that makes even a Ferrari blush.
The F20C engine was a marvel of construction, featuring DOHC VTEC, Fiber-Reinforced Metal (FRM) cylinder liners, forged aluminum alloy pistons, and a timing chain. For the US market, it produced 237 hp at 8,300 rpm and 153 lb-ft of torque at 7,500 rpm. JDM versions delivered 247 hp at 8,300-8,600 rpm and 161 lb-ft of torque at 7,500 rpm. Performance figures for the AP1 included a 0-60 mph sprint in approximately 6.0-6.8 seconds for US models and a slightly quicker 5.9-6.1 seconds for JDM variants, with top speeds ranging from 146-160 mph.
The F20C possesses a notoriously high torque peak at 7,500 rpm, meaning low-end grunt is not its strong suit. This necessitates constant “rowing through the gears” with the precise 6-speed manual transmission to keep the engine “on the boil.” This design choice compels the driver to be highly engaged, making it incredibly satisfying when driven correctly. Common engine considerations for early AP1 models include potential valve retainer cracking, minor oil consumption, and timing chain tensioner (TCT) issues.
| Feature | US-Spec (AP1) | JDM-Spec (AP1) |
| Engine | F20C, 2.0L Naturally Aspirated Inline-Four | F20C, 2.0L Naturally Aspirated Inline-Four |
| Max Power | 237 hp @ 8,300 rpm | 247 hp @ 8,300-8,600 rpm |
| Max Torque | 153 lb-ft @ 7,500 rpm | 161 lb-ft @ 7,500 rpm |
| Redline | 9,000 rpm | 9,000 rpm |
| Compression Ratio | 11.0:1 | 11.7:1 |
| Specific Output | 120 hp/liter | 123.5-125 hp/liter |
| 0-60 mph | 6.0-6.8 seconds | 5.9-6.1 seconds |
| Top Speed | 146-160 mph | 112 mph (electronically limited) |
| Transmission | 6-speed manual | 6-speed manual |
| Weight (Curb) | 2,756-2,780 lbs (1,270 kg) | 2,778 lbs (1,260 kg) |
| Weight Distribution | 50:50 Front/Rear | 50:50 Front/Rear |
| Wheelbase | 94.5 inches (2,400 mm) | 94.5 inches (2,400 mm) |
| Tires (OEM) | F: 205/55R16, R: 225/50R16 | F: 205/55R16, R: 225/50R16 |
Chassis, Balance, and the Art of Cornering
Now, some might call it an obsession, but Honda’s engineers were rather keen on rigidity. They devised this clever “High X-Bone” frame. It’s essentially a central backbone, diagonally braced, resulting in a body so stiff it makes a granite statue look like a jelly mould. This extraordinary rigidity, comparable to many closed-top sports cars, is fundamental to its handling.
And that engine, that tiny little screamer, was placed so far back, entirely behind the front axle, that the S2000 achieved a near-mythical 50:50 weight distribution. This means it’s perfectly balanced, like a gymnast on a beam. The Honda S2000 AP1 featured a sophisticated 4-wheel double-wishbone suspension setup, akin to racing cars.
Now, about the handling. Some people, the less adventurous types, might call it “twitchy.” They might even use the phrase “snap oversteer.” But one can argue that’s just the car telling the driver to pay attention! It demands respect, a certain… commitment.
The AP1, with its very stiff suspension and aggressive rear toe settings, was designed for maximum responsiveness. This led to precise handling and flat cornering, but also contributed to its reputation for “snap oversteer” at the limit, making it challenging for less experienced drivers. But get it right, and it’s a scalpel, precise and utterly engaging.
To transmit that power to the rear wheels, Honda bestowed upon us one of the finest six-speed manual gearboxes ever conceived. It is utterly, utterly superb. A short-throw shifter, precise, mechanical. No flappy paddles, no automatics, just pure, unadulterated manual bliss. This, coupled with a Torsen limited-slip differential, ensured every ounce of that high-revving fury was put to good use.
Life with an Icon: Ownership, Quirks, and the Unspoken Truths
Now, let us be honest, if one is acquiring an S2000 for practicality, one has probably misunderstood the assignment. It is a strict two-seater, and the boot? Well, it’s there. Just. One will fit a couple of duffel bags, maybe a very small dog, but do not expect to do the weekly shop. It is a car for driving, not for carrying things. The trunk volume is a mere 5 cubic feet.
Step inside, and you’ll quickly realize this isn’t a car for passengers. Oh no, this is a cockpit, pure and simple, designed entirely around the person gripping the wheel. That digital instrument cluster, a proper nod to Formula 1 cars of the era, is a delightful piece of theatre, isn’t it? And the roof? A mere six seconds, and you’re exposed to the elements, wind in your hair, bugs in your teeth. No fuss, no faff, just Honda efficiency at its finest. Everything is functional, and built to last. Contoured seats provide excellent lateral support, and integrated roll bars along with reinforced windshield posts contribute to safety. High-intensity discharge (HID) projector headlights and anti-lock brakes (ABS) were standard features.
Now, no car is perfect, not even this one. And the pragmatist would remind us that even the Honda S2000 AP1 has its little… peculiarities. Early AP1s can be prone to valve retainer issues if one is constantly bouncing it off the limiter. And the timing chain tensioner? It can develop a bit of a rattle after 60,000 miles, like a tiny, angry gnome living under the bonnet.
Transmission fluid deterioration and clutch lifespan (typically 60,000-80,000 miles) are also points to monitor. The soft top condition and clogged drain channels are common concerns, potentially leading to water ingress.
Furthermore, the digital display can, on occasion, develop missing pixels. But these aren’t flaws, not really. They’re just… characteristics. Little eccentricities that remind you you’re driving something with soul.
At launch, the S2000 was a bit of a bargain, really. Priced around $30,000 in the US, it significantly undercut rivals like the Porsche Boxster and the BMW Z3, yet it offered superior performance and handling. It was more powerful than the Mazda MX-5 Miata, its closest philosophical competitor. The S2000 carved out a niche as a “performance bargain” for the discerning enthusiast who valued raw driving experience and engineering purity. And now, the sensible bit: its value. These are not just old cars anymore; they are appreciating assets.
A good AP1 can fetch a decent sum, and if one finds one with low mileage and a full service history, one is looking at a serious investment. Especially with the 25-year import rule kicking in, making those pristine JDM examples suddenly available to the American market.
It is not just a car; it is a pension plan, if one is careful. Early AP1 models (2000-2003) currently range from $17,999 to $29,995, with unmodified examples commanding 15-25% more than modified ones. The S2000 CR, in particular, has seen massive appreciation, with some examples selling for over $100,000.
The Honda S2000 AP1’s Enduring Roar: Legacy and Cultural Impact
In an age where cars are becoming little more than glorified iPads on wheels, the S2000 stands as a glorious, mechanical anachronism. There is no drive-by-wire throttle until later models, no electronic nannies to save one from one’s own ham-fistedness. It is just the driver, the road, and that screaming engine. It is a proper, unadulterated, analog driving experience.
The S2000 quickly became an icon in car culture. Its distinctive styling, high-revving engine, and performance made it a favorite among enthusiasts and racers. And of course, it was in Fast and Furious! You know, the one with the pink S2000? That pretty much sealed its fate as a legend for an entire generation.
Its status was further cemented by appearances in video games like Gran Turismo and Need for Speed.
The S2000 is a popular choice for track days, autocross, and modifications, supported by a vast aftermarket. Its rigid body and balanced chassis make it an excellent “track weapon.”
And despite Honda pulling the plug in 2009 after 110,000 sales, its roar has not faded. In fact, it has grown louder. This is not just a car one owns; it is a car one lives. It is a blank canvas for enthusiasts, a track weapon, a weekend warrior, and a guaranteed head-turner. It is a proper sports car, and they simply do not make them like this anymore.
The S2000 continues to be celebrated at car meets and forums, fostering a strong, passionate community. The production run of approximately 110,000 units globally was relatively limited compared to rivals like the Mazda MX-5 (over 1 million units sold).
This scarcity, combined with its unique driving experience and cultural impact, ensures its long-term value. The Honda S2000 AP1 has transitioned from a mere used car to a highly desirable collector’s item.
Conclusion: More Than Just a Car, It’s a Statement
The 2000 Honda S2000 AP1 stands as a testament to a unique era of automotive engineering.
It is a singular blend of high-revving performance, precision engineering, and an uncompromising focus on the driver. This was a car born from passion, not market research.
Its enduring legacy as a benchmark for affordable performance and a symbol of Honda’s engineering prowess is undeniable. It screamed, it danced, and it demanded one’s full attention. And for that, it will forever be a legend.
