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Honda first introduced the S2000 in the year 2000, drawing inspiration from the company’s S500, S600, and S800 sports cars of the 1960s. Built with an eye toward lightweight, race-car-style performance, the S2000 came with few luxury features and was powered by an energetic four-cylinder engine that made a remarkable 240 horsepower from just 2.0 liters — without a turbocharger or supercharger.

Complementing S2000’s racy powerplant is the car’s excellent handling, a mix of good grip, impressive balance, and minimal body lean. The only complaint regarding S2000’s handling is in the car’s steering, which has been changed to provide increased feedback, according to Honda. Although still blessed with meaty weighting, a quick ratio, and excellent turn-in response, the system nonetheless remains a tad numb, hampering efforts to precisely gauge corner-entry speeds and thereby reducing driver confidence at the limits. Although not terribly obvious in street driving, this issue becomes more evident on a racetrack. In our brief test laps at Road America, we found the car getting greasier than we expected in a few corners, the result of being fooled into carrying a bit more speed than we should have.
Such quibbles aside, S2000 is a joy to drive quickly, thrilling drivers with overall handling that rivals or tops sports cars costing considerably more.

The car’s interior although snug inside, the cabin is well thought out and comfortable. Redesigned door panels and center console further embellish what was already a surprisingly rich interior for the car’s low starting price. The seats are comfortable and well suited to performance driving, with good back support and generous side bolstering. Although they’re manually adjusted and the steering column neither tilts nor telescopes, it’s easy to set up an effective driving position.

The 2.2L engine, with a higher compression ratio, produces the same amount of horsepower as the old 2.0L, but the power peaks at a slightly lower rpm. The torque figure has also increased slightly, and is available lower in the rev range, although the car still needs to be revved hard to get any acceleration out of it. Consequently, the redline has also come down by a few hundred rpm. A revised 6-speed manual transmission provides lower gear ratios on gears one through five, and a higher sixth speed gear for highway cruising. The compact transmission features a direct shift linkage with class-leading feel and short throws. A Torsen limited-slip differential smoothly delivers power to the rear wheels, regardless of traction conditions.

The S2000 retains its Boxster-chasing handling, still aided by the same chassis that has an ideal almost-50/50 weight distribution The body and frame are a hybrid monocoque-frame structure that forms a rigid, flex-free platform for the S2000’s double wishbone suspension system, and plays an important role in helping the S2000 achieve its high level of safety protection, given that it’s a convertible. The power steering system is a highly responsive, electrically assisted type. Larger front 215/45 87W and rear 245/40 91W tires are mounted on newly-designed 17-inch alloy wheels, and 11-inch brake discs provide excellent stopping power and brake feel. For 2004, new brake pad material improves the pedal feel and resists fading in high performance driving. An anti-lock braking system is standard.