Honda S2000 GT Edition 100 for sale
No S2000 Type R exists - but this one-of-100 limited edition certainly nails the colour scheme
Why Honda never made an S2000 Type R is one of those great unknowns. Like all automotive debates, everybody’s got an opinion. Some say it’s because the S2000 was a sports car and, therefore, already ‘Type R-ified’ (though the NSX-R might have something to say about that), while others are convinced that dwindling sales put paid to the idea of a hotter version dressed in Championship White with red Recaro seats.
But even that argument doesn’t stand up to much scrutiny. A track-focused S2000 CR (for Club Racer) was released for the US market in 2008, packing racier aero, a faster steering rack, sportier exhaust and various weight-saving measures that knocked off 41kg from the 1,295kg kerbweight. It was rebadged the Type-S in Japan, albeit with a more road-oriented suspension set-up and a folding fabric roof as opposed to the CR’s fixed top. Annoyingly, we never got either of them in Europe and - judging by what reviewers had to say at the time - the CR and Type S were as good as it got for the S2000. Blast.
We did, however, get something that at least looked like a Type R, and, with only 100 ever produced, it's comfortably the rarest S2000 ever made (short of the nutty creations from Mugen and Spoon). Arriving right at the end of the model’s lifespan in 2009, the GT Edition 100 launched to see out S2000 production in style with a raft of exclusive cosmetic changes; the significant ones being red leather seats, red carpets and Grand Prix white exterior finish. Not the Championship White and red Alcantara seats that mark out a proper Type R, but it’s the closest thing we’ve got to something resembling an R version of Honda’s cult classic. It did however get an aluminium ball gear knob just like the Civic Type Rs of the era, while the dark grey alloy wheels match those of the CR and Type S.
The chassis was left unaltered on the Edition 100, but that’s only because Honda had put a fair amount of time into improving the handling and ride for the GT facelift that the not-a-Type R is based on. Namely, the thicker anti-roll bars, stiffer springs and damper set-up of the JDM-only Type S, which dialled out the polarising twitchiness of early models.
Sounds like the recipe of the Type R, doesn’t it? The only thing that’s really missing then is a step up in power. Despite all the revisions, the power output from the S2000’s 2.0-litre VTEC motor remained fixed at 240hp. A torque figure of just 153lb ft is often cited by naysayers, especially as you needed to get right up into the upper echelons of the rev counter to unlock it, but the whole charm of a Honda VTEC is that it’s built to be ragged. Still, the previous owner of this car has fitted a K&N filter and stainless steel exhaust, presumably with something like the full Type R effect in mind. Not a fan? The originals come bundled in with the sale so you can switch it back to stock. Perfect.
S2000s have retained their values well, especially special edition models just like this. An Edition 100 would set you back a smidgen over £29,000 back in 2009. Step forward 14 years and 16,000 miles later and that number creeps up to £31,950. Yes, it’s not far off £10k more than a low-mile facelift example, but other Edition 100s have sold for more in recent years. And while it may not have the street cred of the CR or Type S, it should feel every bit as good to drive as them. Without shouting about it too much.
Personally, if I had that sort of cash to burn and wanted some rev happy Japanese sports car, I'd think I'd spend it on a pretty much new mx5. They're so quick nowadays that I'd doubt you'll miss anything for it not being a S2000.
They are sensitive to setup and tyres and this I think is why a few journalists have slated them in the past. I know the guy I bought mine off 10 + years ago said the car never felt sorted handling wise until he took it to a geometry specialist (Centre of Gravity) who made the necessary adjustments and replaced some control bushes etc.
Yes they are low on torque but the whole point of the S2K is to keep the motor stoked at all times when you are “on it” with them.
They are a marmite car in that respect. If tvr/big capacity motors are your thing (enjoying the low revs lazy grunt and shifting early without breaking sweat) then look elsewhere. If you like chasing high revs, affordable running costs and bullet proof reliability then grab one before they go up in price any further.
The long and short of it is they won’t ever make a car like the the s2000 again due to emissions constraints etc.
It’s a great 2nd car to have in the garage when the weather suits to go and enjoy some lovely roads. I never come home afterwards thinking I wish it was more powerful or faster car. It always starts on the button and never throws up any expensive bills for the thrills it gives.
Not fast in the way we have come to be spoilt with turbos and dare I say it leccy motor power, but boy is it special when it hits 6k RPM.
I can see them shoot up in value as years go on, they are a rare sight on the roads and numbers dwindle due to many inexperienced people not showing them respect, they are quite tail happy. These will command 30K plus for low mileage ones in decades to come, it’s a one off car.
I bought a newer Maserati GranCabrio, with around double the power, a V8 soundtrack (and probably 1/2 the mpg
) for less than that this year.The article focused on all the flaws* (at least half of them readily fixable) and few of the highlights.
As for this car - pricey but in the current climate not stupidly so. Limited editions always fetch a premium, and last-of-the-line ones even more so.
* Note how the older variant 911's tendency to spit you off the road backwards if you get it wrong is a 'character trait' though not a flaw, as far as evo are concerned? And you as a driver need to adapt to the car.
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