S2000
is its aluminium 1,997cc 16-valve four-cylinder engine. For some it's the key to the car's appeal, yet for others it can make the Honda's performance too wearing to access. Either way, the engine revs to 9,000rpm and makes its peak 240hp at 8,300rpm.
A side effect of so much power from a normally aspirated engine and the unit's design is maximum torque of only 152lb ft at 7,500rpm. These rev limits are more akin to a motorcycle's engine and drivers have to adapt to a similar way of thinking with the S2000. It means using the six-speed manual gearbox more than you might in a BMW Z4 or Porsche Boxster with six-cylinder engines. Fortunately, the gearbox has a very sweet, smooth and quick change and the transmission itself is very reliable and tough, with only a few synchromesh problems in the upper gears manifesting themselves.
Engine behind front axle means 50/50 weight
The same can be said of the engine to a large degree, but it is with the caveat that it has not been neglected. While Honda engines will suffer a lot of abuse before crying enough, the S2000's motor is more stressed than the usual Civic shopping cart.
The VTEC variable valve timing comes in at 5,850rpm, allowing more fuel and air in to the cylinders and expelling it through the exhaust valves more quickly. There have been almost no issues reported with the VTEC system to the point where you would be very unlucky to have a problem with it. However, it is reliant on the engine being kept topped up with the correct oil and regular oil changes every 6,000 miles or six months. Some S2000 engines can use up to a litre of oil every 1,000 miles while others don't drink a drop. When buying a car, ask the seller about oil use and check frequently to establish if your car's engine is a drinker or not.
If the engine runs low on oil, the ECU will not allow the VTEC to cut in, restricting revs below 6,000rpm to preserve the engine. When the oil has been filled to the correct level, you will need the ECU reset to clear the fault code. For cars used on track regularly, an oil cooler is a wise idea as the S2000's engine tends to run hot when driven hard for prolonged periods. You should also consider a baffled sump to prevent oil starvation when driving on track.
A faint tapping noise may be heard from the top of the engine when cold starting. This is likely to be a sticking hydraulic pin and an oil change should cure it.
Revving out to redline essential and thrilling!
More of a worry is a rattle when starting the engine, which indicates the timing chain tensioner needs replacing. This is a simple job, so should not be ignored. Valve clearances need to be checked on a regular basis, so factor this in to keep the engine in perfect health.
The other points to look for with an S2000 are the right spark plugs and the clutch. Correct spark plugs cost £40 a set, so some owners or garages may have skimped here. A new clutch is around £400 plus fitting, though the clutch should last 70,000 miles in normal driving. A tell-tale sign the clutch is nearing the end of its life is a bite point is at the top of the pedal travel.
An uprated clutch will be needed if you want to tune the S2000 as the standard unit has a fairly easy life thanks to the engine's relatively low torque output. The engine can be tuned to 400bhp with ease and aftermarket kits for turbos and superchargers are widely available, though they will of course affect everyday usability and reliability.
For 2004, the S2000 in UK spec received a new drive-by-wire throttle system and a new design of intake manifold and fuel rail. Honda also moved to a single cam sensor.
PHer's view:
The S2000 is a fantastic car with few problems and, aside from the sometimes pricey insurance costs, it's very cheap to run. I averaged 30mpg on most of my journeys so fuel costs are good for the performance of the car. Buy a good one and it really is solid.
David Caldaralo