Honda S2000 AP1 vs AP2: Ultimate Sports Car Comparison Guide

Why the Honda S2000 Redefined Sports Cars

When you hear "Honda," economy cars likely come to mind—not a screaming 9,000 RPM roadster that humbled competitors. Yet the S2000 stands among history's greatest driver's cars, blending Honda's motorcycle heritage with F1 technology. As Donut Media's test driver exclaimed after his first drive: "I barely sat in this car for 5 minutes and gained so much confidence!" This paradox—a practical brand creating a raw, focused machine—explains its cult status. After analyzing driving footage and engineering insights, we'll unpack why the S2000 emerged, how AP1 and AP2 models differ critically, and why its revival faces modern challenges.

Historical Foundations: From Motorcycles to F1 Glory

The S500 Legacy and Racing Evolution

Honda's sports car DNA traces to the 1963 S500—their first production automobile. As the video reveals, this motorcycle-inspired roadster featured revolutionary elements: dual overhead cams, four-wheel independent suspension, and a 9,500 RPM redline. Though discontinued by 1970 for family vehicles, its philosophy resurfaced through Honda's F1 dominance. Between 1986-1991, Honda-powered cars won every Constructor's Championship, with legends like Senna showcasing their engineering prowess. This era birthed VTEC technology, enabling engines to switch between efficiency and high-RPM aggression—a system pivotal to the S2000's character.

NSX Development: The Performance Catalyst

The 1990 NSX supercar proved Honda could rival Ferrari, but its cost limited accessibility. Seeing the Mazda Miata's success and upcoming rivals from BMW/Porsche, Honda leveraged F1 expertise and NSX innovations (aluminum suspension, transmission design) for an affordable roadster. Veteran engineer Shigeru Uehara—NSX and Integra Type R developer—led the project. His team studied benchmark handlers like Lotus Elise and Honda's own RA272 F1 car, culminating in the 1995 SSM Concept. Public reaction was overwhelmingly positive, greenlighting what became the S2000.

Engineering Breakdown: AP1 vs AP2 Compared

AP1 (1999-2003): The Purist's Choice

The launch AP1 model featured Honda's most extreme production engine: the 2.0L F20C. As shown in driving sequences, its 9,000 RPM redline and 240 HP output delivered visceral thrills, with testers noting: "It really just wants to get revved out!" The X-Bone frame—transferring chassis rigidity from the floor to a central spine—combated convertible flex. However, AP1s had notable flaws:

• Bump steer issues causing nervous handling over uneven surfaces
• Peak power requiring high revs, limiting daily usability
• Sparse interior focused solely on driving (F1-inspired digital cluster)

AP2 (2004-2009): The Refined Evolution

Responding to feedback, Honda upgraded the S2000 in 2004:

• Engine: Replaced F20C with 2.2L F22C (same 240 HP but 20% more torque)
• Suspension: Retuned geometry to eliminate bump steer
• Exterior: Revised front bumper, larger wheels
  The trade-off? A 7,000 RPM redline versus the AP1's 9,000 RPM. Yet during testing, drivers reported: "This car still revs to 8,000 RPM... it feels so much more planted." The ultimate expression was the US-exclusive Club Racer (CR). With stiffer springs, aerodynamic aids, and stripped interior, only 699 were built. As the video demonstrates, the CR's track-focused setup delivers razor-sharp responses: "Every suspension part has a bespoke factory part number."

Why Honda Abandoned the S2000

Sales Reality Check

Despite critical acclaim, the S2000 struggled commercially. In 2008—its final full sales year—Honda moved just 3,500 units versus 350,000 Civics. The 2008 financial crisis accelerated its demise, as buyers prioritized practicality over weekend toys. Production ceased in 2009 after roughly 110,000 global sales.

Modern Revival Barriers

Three key factors hinder an S2000 return:

1. Emissions Regulations: Naturally aspirated high-RPM engines struggle to meet modern standards
2. Hybridization Trend: Honda's current performance strategy (NSX, Prelude concept) favors electrification
3. Cost Constraints: Lightweight materials and bespoke components now carry premium price tags

While icons like the Toyota Supra returned, a reborn S2000 would likely lose its raw, analog character—the very essence celebrated in the video's conclusion: "This is a really special car... we might never see its like again."

Essential S2000 Buyer's Guide

Immediate Action Checklist

1. Verify Service History: Check for valve adjustments every 25,000 miles—critical for high-RPM engines
2. Inspect Soft Top: Original roofs crack; replacements cost $1,500+
3. Test Differential: Listen for whining during tight turns (sign of worn Torsen LSD)
4. Review Suspension: AP1s need bump steer correction kits; AP2s should retain factory CR parts
5. Compression Test: Ensure all cylinders read within 10% of each other

Resource Recommendations

• Books: The Honda S2000 Bible (Peter Lyons) for model-year specifics
• Forums: S2KI.com for owner diagnostics (prioritize threads with photo evidence)
• Specialists: Rockstar Garage for AP2 CR authenticity verification
• Tools: Hondata FlashPro for ECU tuning without compromising reliability

Preserving a Driving Legend

The S2000 represents Honda’s engineering zenith—a perfect storm of F1 technology, motorcycle spirit, and accessible pricing. While the AP1 delivers purist thrills with its 9,000 RPM scream, the AP2 (especially CR) offers greater real-world precision. As regulations and markets evolve, this analog masterpiece remains frozen in time: proof that peak driver engagement came naturally aspirated, rear-driven, and thrillingly high-strung.

What’s your experience with VTEC engagement? Share your most memorable high-RPM moment below—we’ll feature the best stories in our next Honda deep dive.