I've been toying with the idea of getting a sports car for some time. I liked the Honda S2000 a lot, but with no way to cut off the passenger side airbag it was way too impractical for me, a father of three young children.
Then I spied a lightly used 2004 with a titanium exterior and red/black interior, my favorite combination. A salesman walked over. "Too bad there's no way to cut off the passenger airbag," I told him. "You can in this one," he replied. "The original owner had a switch installed."
This really got me thinking. I ended up test driving this and one other lightly used 2004. In the end I decided that the S2000 wasn't the right car for me. But it could well be the best sports car for you.
I reviewed the 2003 S2000 in detail here. This review will focus on the changes made for 2004.
Styling
Honda slightly revised the S2000's styling for 2004, but most people will be hard pressed to notice the changes aside from the larger (17-inch rather than 16-inch), more delicate-looking wheels. The styling of the S2000 did little for me before, and the changes for 2004 didn't affect this.
Inside, the amount of red in the red interior has been dialed back, so that on the seats only the center panels are now red; the bolsters are now black. I like this change, as the red was a bit much before. The red/black is very classy, and serves to considerably liven up the interior.
The interior styling is not at all fancy, but the materials look and feel high in quality. The seats and doors feel especially solid compared to other sports cars in this price range. Many people hold on to a sports car for a decade or more. The S2000 seems built to go the distance.
Accommodations
I love the seats in the S2000. I've already mentioned how substantial they feel. Comfort and lateral support are also exemplary.
The driving position is better than most. The windshield is fairly upright, and extends higher than that of many roadsters, so the A-pillars and header don't crowd the driver's vision. Although the driver's rear isn't far off the ground, the view forward is still very open courtesy of a low cowl. Visibility to the sides and rear is constricted by a rising beltline. I generally prefer a more open feel in a roadster, but I don't quite feel buried in this one. Since 2002 the rear window has been glass.
Front seat room is tight, but for me not too tight. There's even less room in a Miata or Z3, which also have more obtrusive windshield headers.
The soft top is power operated. I don't know why, as a manual top is easy to put up and down in such a small car, and the power system adds weight. Honda usually does everything possible to minimize mass, but not in this instance. I suppose Honda realized that most people would want a power top despite its limited value, and not believing in factory-installed options made this feature standard.
Trunk space and interior storage are both in short supply, but the latter is better than it was on the first S2000s. A weekend trip should be doable. For longer trips, plan on finding a laundromat.
On the Road
For 2004 Honda stroked the engine from 2.0 to 2.2 liters. Peak output remains the same as before, 240 horsepower, but this peak now occurs at 7800 rather than 8300 RPM. Many reviewers have emphasized the larger engines stronger midrange, as indicated by nine more foot-pounds of torque at 6500 RPM, 1000 lower than the 2.0's peak. Me, I didn't much notice the stronger midrange--and I drove a 2002 again to be sure.
What I did notice was the narrower power band. As before, the VTEC system's high-lift cam lobes come into play at 6000 RPM, transforming the engine. Yet the redline is 1000 RPM lower, at 8000 RPM, because engines with a longer stroke cannot rev as high--the limit essentially being the distance traveled by the pistons each second (i.e. piston velocity). Result: the VTEC band is now only 2000 RPM rather than 3000. Unless you shift very near the redline the engine falls out of its powerband. That, and a wider power band is simply more fun to play with.
There's also a psychological loss with the 2.2. Getting 120 horses out of each liter was cool. A 9000 RPM redline was cool. On these two measures, the 2.2 just isn't as cool. If people want a large, torquey engine, they're not going to want this car anyway, not even now. So Honda should just tune the engine for those who like to live near the redline. Frankly, I never had an issue with the 2.0's performance, even in casual around-town driving.
The transmission received improved synchros. Id didn't notice any difference here. But then the S2000's shifter, with short throws and a positive, mechanical feel, has always been my favorite.
The S2000's steering and handling were also revised for 2004, largely because people (including me) complained about sudden, unexpected oversteer. Guess what? Despite the new car's slower steering and softer, revised rear suspension, the sudden oversteer is still there. Reduced, but not gone. It's easy to catch, but the one time it's not caught likely won't be pretty. Stability control would be very welcome, but is still not offered. Be careful driving this car.
The slower steering and revised suspension changes have slightly dulled the S2000's responses. Some of what I originally loved about the car is now gone. But, driving the 2002, I recognized that part of the problem was that my reference point had shifted. I now drive a smaller, more agile car than I did when I drove the 2003. So even the 2002 now feels less agile to me. Still very agile, but not quite the go kart I remembered. Turn-in in particular could be more immediate for my taste. A Miata and even an RX-8 does better here.
Not matter the model year, any S2000 feels better the harder you push it, with the true character of the car only coming through in hard driving. Smooth roads are a bonus. Even the revised suspension reacts harshly to just about every bump and divot in the road. The larger of these upset the composure of the chassis. Noise levels are high, especially with the top up. That said, the racket is less than I remembered. Still not a good daily driver.
Honda S2000 Price Comparisons and Pricing
Used S2000s hold their value well, but not as well as they did a few years ago. A one-year-old car can be had for about $27,000, a two-year-old for about $24,000. Prices tend to bottom out in the low 20s. These prices assume low mileage, a common attribute since many S2000s are second cars.
Insurance costs are another matter. It would have cost me over $1,500 to insure this car even with only 3,000 miles per year. Other sports cars, even the M Roadster, could be insured for about half as much.
To quickly generate price comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)
TrueDelta's page for the Honda S2000:
http://www.truedelta.com/models/S2000.php
Last Words
Revisions or not, I ultimately decided that the S2000 didn't work me for. It feels best when driven hard, and where I live there are limited opportunities for such driving. Also, even with an aftermarket airbag switch I could carry only one of my three children in it. Finally, I decided that the ride was just too noisy and rough.
Your circumstances might differ. If you have no children to cart around and/or live near many smooth, twisty roads, the S2000 could well be the one. Especially if you prioritize agility over torque.
I advise driving both the pre- and post-2004 cars. I did not care for most of the 2004 revisions. Aside from the aesthetic benefits of the larger wheels and revised red interior, these revisions dial back the original, extreme character of the S2000. If I was to buy one, it would likely be a 2002 or 2003.
A Note on Honda S2000 Reliability
I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.
Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy an S2000 rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Honda S2000 reliability comparisons.
Before I can report results, I need data on all cars--not just the S2000--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.
For the details, and to sign up, visit www.truedelta.com.
A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.
Epinions.com periodically updates pricing and product information from third-party sources, so some information may be slightly out-of-date. You should confirm all information before relying on it.
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