Honda S2000 | Spotted
Absolutely mint-looking, low mileage, and with all the chassis revisions that saw to the S2000's spikiness...
Technically, it’s too late in the year to be providing alfresco trinkets like the Honda S2000, but hey: we’re into November and it’s still warm enough to venture out, roof down, with a cap, a scarf and the heater up to full furnace setting, so let’s crack on. The S2000 arrived in 1999 but wasn’t universally appreciated. Those that were less enamoured by its charms pointed to a lack of torque and a crocodile tail as reasons to steer clear.
And both were fair criticisms, but it’s a Honda. Honda engineers always treat their cars as a work in progress, so changes would eventually arrive that sorted the handling. As for the lack of torque, there's always the flip side of the VTEC coin to consider: this was a hoi polloi, two-door, drop-top sports car with a Ferrari-esque rev limit. So yes, it may have had only 153lb ft of brawn - and yes, even for that you had to wait until 7,500rpm - but think about the positives. With just 2.0-litres it developed 240hp. That’s way more than 100hp per litre and enough to claim the crown of the most powerful-per-litre naturally aspirated production engine in its day. So even if you’re the sort to thunder around in a Vette with ‘There’s no substitute for cubic inches’ stuck to the bumper, surely the engineer in you can muster a whiff of appreciation for Honda’s high-revving buzz boxes?
9,000rpm is a mighty number, but what’s as impressive as that barking threshold is there’s no fear of using it. Because we’re talking about a Honda, you know that you can keep working away in the engine’s stratosphere, safe in the knowledge that you’re not going to see a piston or valve heading skywards any time soon. VTECs just take the punishment, over and over and over, and that’s where the pleasure comes from. As we know, four-pots aren’t usually the most musical configurations, but unlike a low-rent singer who chokes when chasing the high notes, the S2000’s VTEC does the exact opposite: finds its voice at the top end.
Yes, it’s lethargic at low to mid revs - so don’t dilly-dally there. Pluck away at the delightfully stubby little stick set high up on the centre console. Never let go of it in an effort to keep the revs above 6,000rpm and this 2.0-litre becomes hyperactive in noise and action. You’ll get lost in the freneticism, enjoying the arc of orange on the digital rev counter flashing around the final third of its spectrum as the engine belts out its manic melody. Even then it’s not going to win many drag races – not with 0-60mph in six seconds – but how many times do we bemoan cars becoming too fast to enjoy? Well, the S2000 is on the right side of that line.
What about the spiky handling? Well, you wouldn’t think there would’ve been a problem there seeing as all the basics were in place. The S2000 came with a limited-slip diff, double wishbone suspension and its little, lightweight engine was tucked fully behind the front axle, delivering the supposed equanimity of a 50:50 weight distribution. However, its short wheelbase, combined with the way the VTEC switched on like a lightbulb, did make life tricky in the early days.
But that was noted by its builders, who dutifully set about making changes to compensate. By 2004 the S2000 came with significant modifications to smooth out spitefulness. The suspension geometry was revised, it came with different spring and damper rates and the subframe was made more rigid. It worked. As a result, the S2000 became more forgiving, and as this is a late, late car, from the tail end of production in 2009, all those modifications are happily in place.
It’s covered just 26,000 miles and is described as having ‘always been garaged by its previous lady owner’ of nine years. It comes in Suzuka Blue, which looks bright and fresh, with a complimentary blue leather interior. It’s also had two new tyres, a recent service, and comes with ‘lots of service receipts’ to boot. Its pedigree makes it pricey, there’s no escaping that, but as a pure example of a pure, analogue sports car to rival the likes of the Boxster, it’s forgivable. Keep it in the manner in which it’s been accustomed, and such a pristine car will likely always attract a premium.
Specification | Honda S2000
Engine: 1,998cc, four cylinder, naturally aspirated
Transmission: six-speed manual, rear-wheel drive
Power (hp): 240 @ 8,300rpm
Torque (lb ft): 153lb ft @ 7,500rpm
CO2: 236
MPG: 28.2
Recorded mileage: 26,000
Year registered: 2009
Price new: c. £28,000
Yours for: £24,950
Only minor issue I have is the parking sensors, if ever there was a way to spoil the look of a car its with these ugly spots. If you can't park a car like this, you shouldn't be driving it!
Interestingly I found when travelling quickly along undulating country roads, it was relatively easy to get the suspension flustered and unable to contain the movements of the bodyshell. Will never forget the grey one I drove snapping sideways at >90mph when landing from a crest, fortunately nothing dramatic but definitely unexpected
Would consider getting some uprated suspension fitted if I owned one, the ride quality as standard was nothing to write home about so adding 'coilovers' wouldn't exactly be eschewing the magic carpet. 
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