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2000 HONDA S2000 to Celebrate Its 50 Anniversary, Honda Has Built A

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2000 HONDA S2000 to Celebrate Its 50 Anniversary, Honda Has Built A 2000 HONDA S2000 To celebrate its 50th anniversary, Honda has built a car dedicated purely to driving pleasure. The S2000 was built around the driver, Honda says, and it has drawn on its considerable racing experience to produce a powerful, well-balanced machine. Interior and trunk Getting in and out of the S2000 requires flexibility but no more and maybe even less than for other sports cars. The seats are very comfortable as long as you are not too wide through the trunk. There is little or no room to recline the backrests when the seats are pushed back. If you fit behind the wheel (the steering column is neither tilt nor telescopic), the driving position is very good. (Very) limited trunk space is an encouragement to travel light. With the roof cover in the trunk, there is room for little else. Safety and convenience Though fit and finish are practically faultless, soundproofing is so poor it makes you wonder why Honda bothered with a radio. Honda has often turned a deaf ear to road noise but in the case of the S2000, it just forgot about it. Factor in the noise from an engine with a 9,000-rpm redline, remember that this is a convertible and you’ll understand why your ears are so sorely tried. The engineers have placed the ingenious radio controls left of the steering wheel, dissimulating the radio itself behind a panel in front of the gear-shift lever. The cup holder, located just behind the shifter, is practically unusable. The top powers down in less than ten seconds but installing the tonneau cover takes patience, strength, and slim hands because there is so little space to attach the clips. The Miata’s system is simpler and much easier to use. The two shoulder-level receptacles between the seats are hard to reach but they’re the only storage spaces provided. At this price, the ignition switch should be illuminated at night, and the rear window should be made of glass, not plastic, and have a defroster. Safety-wise, the S2000 has dual air bags, anti-lock brakes, and roll bars behind the seats. Three- quarter rear visibility is terrible with the top up. Whether in the low- or high-beam position, the headlights are not bright enough. Engine and transmission To start the engine you have to press the red button left of the steering wheel after turning the key, which becomes tiresome once the novelty wears off. This four-cylinder is the world’s most powerful normally aspired engine, with an output of 120 horsepower per litre. It propels (yes, this is a rear-wheel driven vehicle) the S2000 with authority. It is raucous and ready to roll once it hits the 6,500-rpm mark. It is surprisingly flexible, with torque available as low as 2,000 rpm, and it accelerates smoothly right up to the 9,000-rpm redline. In a nutshell, this is a powerful, high-revving engine that is docile enough for city driving. The six-speed manual, the only transmission available, is easy to shift with short throws and precise engagements. The clutch is progressive, and the pedals have holes in them, like a race car. On the road Honda’s engineers have equipped the S2000 with a firm suspension that reacts stiffly to small bumps and cracks yet is sufficiently compliant to keep the ride bearable. The S2000 has a tenacious grip and is neutral and predictable in turns, thanks to the almost 50/50 weight distribution. The sports car handling is backed by very quick, stable, precise steering. Unfortunately, the steering provides little information about how the tires relate to the road. Braking is both very powerful, and very fade-resistant. At the CAA-Quebec test centre, the S2000 proved to be impeccably built, with careful attention to detail. Conclusion The S2000 is a car (a plaything, some might say) that begs to have its engine revved and loves to blast through turns. It is an uncompromising vehicle to be accepted on its own terms, which means putting up with a very high noise level and being shaken up from time to time. Expecting anything more (or less) than pure driving pleasure is unrealistic. FOR AGAINST Awesome engine Non-existent soundproofing Great transmission Impractical roof cover Powerful brakes Poorly located cupholder Responsive steering Plastic rear window Comfortable seats Three-quarter rear visibility Civilized suspension Weak headlights 2000 HONDA S2000 Engine: 16-valve, 2.0-litre 4 cylinder Horsepower: 240 h.p. @ 8,300 rpm Torque: 153 lb.-ft. @ 7,500 rpm Transmission: 6-speed manual Suspension: fully independent Brakes: 4-wheel disc Length: 412 cm Width: 175 cm Height: 128.5 cm Wheelbase: 240 cm Weight: 1,274 kg Tires: P205/55R16 (front); P225/50R16 (rear) Towing capacity: non recommended Air bags: standard dual Fuel consumption: − Transport Canada rating: city: 11.7 L/100 km (24.5 mpg); highway: 8.5 L/100 km (33 mpg) − Test result: 11 L/100 (26 mpg) Fuel tank capacity: 50 litres Acceleration: 0-100 km/h : 6 seconds 60-100 km/h : 3.5 seconds Competition: Audi TT,BMW Z3, Mercedes SLK, Porsche Boxster Maintenance (amount may vary from dealer to dealer): Frequency: unavailable; total to 100,000 km: unavailable Warranty: − Full basic coverage: 3 years/60,000 km − Powertrain: 5 years/100,000 km − Surface corrosion: 3 years/unlimited mileage − Perforation damage: 5 years/unlimited mileage − Emissions control system: 3 years/60,000 km (full coverage); 8 years/130,000 km (catalytic converter, electronic control module and on-board diagnostic device) Factory replacement parts: Rear bumper: $910 Front brake disk: $161 Brake pads: $64 Muffler: $842 Front fender: $480 Average insurance premium (Quebec City, replacement cost endorsement, claim-free insurance record, female driver or male driver 30 to 40 years old): $920 to $1,537 Price according to trim line: $48,000 Main options: Front spoiler: $800 Windbreaker: $304 Rear spoiler: $829 Price as tested: $48,000 Freight and preparation: $1,500 Dealers: Quebec: 60 Canada: 203 CAA-Quebec, November 1999.
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