2004 Honda S2000 The Auto Channel New Car Review
DRIVING DOWN THE ROAD
WITH CAREY RUSS
Senior Editor
San Francisco Bureau
The Auto Channel
2004 Honda S2000
With the first changes since its introduction four years
ago, Honda's S2000 sports car has matured. It's lost some of
its frenetic, semi-exotic character, and has become a better
all-around car for that.
A quick glance at a 2004 S2000 won't show much difference,
although there are minor styling changes. What has changed is
under the skin, in both the driveline and chassis departments.
Engine displacement has been increased from 2.0 to 2.2 liters.
Although horsepower is the same, 240, it is developed at a lower
engine speed, and low-rpm and midrange torque have been improved.
Ratios in the six-speed gearbox have been changed to take advantage
of the new engine characteristics.
Larger wheels and tires have been fitted, and the chassis structure further
reinforced.
My introduction to the S2000 was back in 1999, when Honda debuted it
to the press at Laguna Seca Raceway. I could find no fault with its
handling, but the car's gearing and power characteristics kept
it out of its powerband over much of that tight, twisting, and
hilly track. Afterwards I drove one home through pretty hideous
rush-hour traffic and found it to be as composed as a Civic in
the real world. It was very impressive, with truly exotic
engineering at a reasonable price in a car that could be a
daily driver. With a top-end rush that could only rarely (but
joyfully) be sampled, it was a two-liter sports car with an
afterburner.
After a week with a 2004 S2000, I can say that Honda has addressed
any shortcomings the S2000 ever had. Yes, I miss the screaming top-end
power, but the retuned engine is much, much more useable. And
performance is better because of it.
Handling differences are hard to tell in street use, but
should make life easier for any owners who want to use their
car for autocrossing or time trials.
The result of the changes is a car that is only a touch softer, and
much easier to drive in the everyday world. It's still one of the most
impressive vehicles ever made.
APPEARANCE: Only the most hardcore S2000 fans will notice
the changes to the 2004 model without a very close inspection.
The classic long hood, short deck sports car proportions
remain. The major body panels are unchanged. Sleek curves in
the fenders and hood are defined by crisp edges, and moderate
fender flares suggest speed and power without being
overbearing. The headlight covers have been slightly reshaped,
and the lights underneath have been changed for better
illumination. Ditto for the taillights. The 2004's S2000's
front bumper fascia has been restyled, and its grille is wider
and incorporates the brake vents that were previously to the
side. The rear bumper is also new, and twin oval exhaust peek
out from underneath.
COMFORT: There are even fewer changes to the interior.
Despite redesigned doors that give an extra inch of shoulder
room, the S2000 is still a small, snug car. It's made for
high-performance driving, with wonderfully comfortable and
supportive seats, great placement of the steering wheel and
shift lever, and pedals designed for heel-and-toe control. Yet
it's well-equipped, with power windows and mirrors and even a
power top and remote entry. A new console has cup-holders and a
bit of storage, with small, locking compartment on the rear
bulkhead taking place of the glove box. The trunk is large
enough for a duffle bag or even a small set of golf clubs.
SAFETY: In addition to the usual air bags and crumple zones,
the S2000 has built-in roll bars and seriously impressive
antilock brakes.
ROADABILITY: With its engine placed behind the front axle
centerline, the S2000's weight distribution is an optimal 50/50
and its mass is centered in a manner similar to that of a
mid-engined car. Like a mid-engined car, it turns almost
telepathically in response to steering inputs. Also like a
mid-engined car, an earlier S2000 could be tricky for any but
the most skilled driver when pushed to its (high) limits. The
2004 S2000 uses the same fully-independent double wishbone
suspension as earlier models, but it has been retuned to
improve high-speed stability, to decrease bump steer, and to be
more easily controlled at extreme cornering limits. Larger
wheels and tires, and stiffer front springs and softer rear
springs (with matching shocks) do the trick. The larger wheels
and tires and a little more bracing for the
backbone-cum-monocoque frame (which was quite possibly the
stiffest convertible chassis ever anyway) add a trivial 24 lbs.
to the overall weight. The ride is firm but not overly so; the
biggest impediment to long-distance travel is the same as found
in any convertible roadster - road and wind noise through the
convertible top. That can be reduced with the optional aluminum
hardtop. The wider tires increase the contact patch, making it
stick even better. The S2000 is still a laser scalpel for
carving corners, it's just a touch friendlier.
PERFORMANCE: The 2.0-liter S2000 engine made its 240
horsepower at 8300 rpm, with the fuel cutoff at 9000. This was
great for bench racing bragging rights, and the top-end surge
between 7000 and 9000 was truly exhilarating, with a sound like
a 1970s Cosworth-powered Formula One car. But at lesser speeds,
power was adequate but not all that impressive, and the light
flywheel which allowed fast revving also allowed revs to drop
precipitously below the heart of the power band when
upshifting.
For 2004, the light switch has been turned into a
rheostat. A stroker crankshaft increases displacement to 2.2
liters, and lowers the redline from 9000 to 8200 rpm. But,
although horsepower is the same 240, it peaks at 7800 rpm, with
maximum torque now 162 lb-ft at 6500 rpm - more torque at lower
engine speeds. Really useful power is now available from 3500
rpm, rather than 6000, to redline. It keeps building until the
rev limiter steps in, and the healthier midrange blends into
the top-end rush.
The six-speed gearbox gets new ratios, with
first through fifth lower for better acceleration and sixth
higher for better highway cruising. The shift linkage is still
as great as ever, and revs don't seem to drop as much when
upshifting. I found myself usually a gear higher than in an
earlier S2000 in any given situation. Still, unless you're used
to modern sport motorcycles, an S2000 will require
recalibration of your mechanical sympathies. 65 mph in sixth
gear is a busy-sounding 3500 rpm, but the engine has just begun
to get happy at that speed.
CONCLUSIONS: Maturity has only improved the Honda S2000.
SPECIFICATIONS 2004 HONDA S2000
Base Price $ 32,800
Price As Tested $ 33,290
Engine Type: dual overhead cam aluminum alloy inline 4-cylinder with VTEC
variable valve timing
Engine Size: 2.2 liters / 132 cu. in.
Horsepower: 240 @ 7700 rpm Torque (lb-ft) 162 @ 6500 rpm
Transmission: 6-speed manual
Wheelbase / Length: 94.5 in. / 162.2 in.
Curb Weight: 2835 lbs.
Pounds Per Horsepower: 11.8
Fuel Capacity: 13.2 gal.
Fuel Requirement: 91 octane premium unleaded gasoline
Tires f: P215/45 WR17, R: P245/40 WR17 Bridgestone
Potenza RE050
Brakes, front/rear: vented disc / solid disc
Suspension, front/rear independent double wishbone with coil
springs
Drivetrain front engine, rear-wheel drive
PERFORMANCE
EPA Fuel Economy - miles per gallon city /
highway / observed 20 / 25 / 22 0 to 60 mph 5.8 sec
OPTIONS AND CHARGES Destination charge $ 490
Honda Press Release on 2004 S2000
Honda S2000 Receives Enhanced Power and Improved Handling for 2004
Larger displacement engine and revised suspension tuning highlight changes
October 6, 2003 -- Torrance, Calif. -- The S2000 receives a comprehensive list of improvements
for 2004
to deliver a more potent and sporting driving experience.
Improvements for 2004 include a larger displacement engine
with a
broader power band, a re-tuned suspension, and
enhancements to the
body and interior designed to make the roadster an even more
compelling track car and a more refined daily driver.
The 2004 S2000 accelerates with increased authority and
more
pull through corners with an enhanced powerband that comes
on sooner
and stronger. High performance power now starts as soon as
3,000 rpm
compared to 6,000 rpm on the 2003 model. New suspension
tuning with
larger wheels and tires improves cornering grip while
minimizing the
effects of road disturbances. Compared to the 2003 model, the
2004
S2000 benefits from the following major enhancements:
Larger displacement 2.2-liter engine (+0.2 liters) produces
240
horsepower @ 7800 rpm (+0 @ -500) and 162 lb.-ft. of torque @
6500
(+8 @ -1000)
- 17-inch wheels and tires replace 16-inch wheels and
tires
- Body rigidity increased
- Revised suspension tuning
- Revised transmission gear ratios with carbon
synchronizers on
all forward gears
- Bolder front and rear exterior styling with triple-beam lens
designs
- Freshened interior design with improved shoulder and
elbow
room
- New options including XM Satellite Radio and headrest
speakers
On the street, the 2004 S2000 transmits less ride
harshness.
Inside, shoulder and elbow room increases by as much as 20
mm and a
redesigned center console has been added with two cupholders
(previously just one) and a one-touch sliding lid.
The 2004 S2000 engine has been re-designed and
displacement
increased by 0.2 liters through lengthening the stroke of piston
travel. Improvements to the engine result in available torque and
horsepower increasing between 4- and 10-percent among 1000
rpm and
8000 rpm, which helps to boost acceleration at lower rpms. The
2.2-liter, DOHC VTEC 4-cylinder engine meets California's strict
Low-Emission Vehicle (LEV) standards. Honda's innovative
VTEC
advanced variable valve-timing system, operates the S2000
engine's 16
valves (4 per cylinder) in both intake and exhaust modes. This
system
is compact and tailored to the high-output, high-rpm operating
characteristics of the S2000 engine.
A revised 6-speed, manual transmission provides lower
gear ratios
on gears one through five. To further magnify the increase in
engine
performance, gears one through four are 4 percent lower than
the 2003
model. The transmission is a compact design and features a
direct
shift linkage with class-leading feel and short throws. New
carbon
synchronizers on gears one through six replace brass double
and
triple cone synchronizers on select gears to enhance the already
excellent "direct feel" associated with the S2000
transmission.
A Torsen limited-slip differential smoothly delivers power to
the
rear wheels, regardless of traction conditions. The S2000
engine and
transmission are capable of accelerating the S2000 from 0-60
mph in less than six seconds.
Honda's racing experience is also evident in the S2000's
responsive handling. The chassis has an ideal 50/50 weight
distribution, and the body and frame are a hybrid
monocoque-frame
structure that forms a highly rigid platform for the S2000's
in-wheel
double wishbone suspension system,and plays an important
role in
helping the S2000 achieve its high level of safety protection.
Body
rigidity has been increased for 2004 by strengthening key points
on
the body and chassis. The power steering system is a highly
responsive, electrically assisted type, which has been retuned
for
2004 to provide enhanced feedback to the driver.
Larger front 215/45 and rear 245/40 R-rated tires are
mounted on
17-inch alloy wheels (up from 16"), while large11-inch brake
discs
(vented in front) provide excellent stopping power and brake feel.
New brake pad material improves the pedal feel and resists
fading in
high performance driving. An anti-lock braking system is
standard.
The exterior styling of the S2000's body is bolder with new
front
and rear styling elements. The nose has slightly improved
aerodynamics for 2004 that involve a new front bumper design
and
re-positioned air intakes. The front headlights employ a new
triple
beam design and the rear taillights are also a new triple beam
design
with LED illumination.
The S2000's exterior features the following colors: Berlina
Black,
Grand Prix White, New Formula Red, Sebring Silver Metallic,
Silverstone Metallic, Rio Yellow Pearl and Suzuka Blue Metallic.
Sebring Silver Metallic and Silverstone Metallic exterior colors are
available with either a new red and black interior color
combination
or an all black interior.
The interior is modern and designed with the driver's needs
in
mind. A redesigned center console contains two cupholders
(previously
just one) and a new storage tray and overall enhanced
functionality.
The radio features XM Satellite Radio capability with an optional
dealer-installed receiver and antenna. Dealer-installed headrest
speakers (two per seat) are also now available.
For 2004, controls such as the steering, brakes and clutch,
operate with a new level of precision and have an even more
direct
feel. The aluminum leather-wrapped shift knob, F1-inspired
digital
instrument display and separate engine-start button serve as a
reminder of the racing heritage of the S2000.
2004 S2000 Improvements
- Performance and Handling
- Dynamic acceleration increased
- Transmission shifter direct feel increased
- High-speed stability enhanced
- At-the-limit performance increased with more gradual
fall-off
- Sensitivity to disturbances decreased (less bump
steer)
- Steering feedback enhanced
- Brake pedal dynamic feel enhanced
- Comfort and Convenience
- Interior space increased
- Interior storage functionality increased
- Optional audio features added - XM Satellite Radio
capability
- Dealer-installed speaker headrests (2 per seat)
available
2004 Honda S2000 vs. 2003 Honda S2000
|
2004
|
2003
|
Change/Notes
|
Powertrain
|
Engine
|
2.2-liter DOHC VTEC
|
2.0-liter DOHC VTEC
|
+ 0.2 liters, attributable to engine stroke change
|
Horsepower
|
240 @ 7800 rpm
|
240 @ 8300 rpm
|
+ 0 hp @ -500 rpm, same peak horsepower with overall
powerband characteristics strengthened 4% to 10%
between
1000 -8000 rpm
|
Torque (lbs.-ft.)
|
162 @ 6500 rpm
|
153 @ 7500 rpm
|
+8 lb.-ft. @ -1000 rpm with improved powerband
characteristics strengthened between 4% and 10%
between
1000-8000 rpm. Max torque increases 5%.
|
Rev Limit (fuel cutoff)
|
8200
|
9000
|
Piston travel configuration decreases rpm limit by 9%
because of piston speed increase.
|
Compression Ratio
|
11.1:1
|
11.0:1
|
+0.1:1
|
Transmission Ratios
|
Reconfigured
|
-
|
Gears 1-4 = 4% lower for performance
Gear 5 = 1% lower
Gear 6 = 2% higher
|
Suspension
|
Wheels (inches)
|
Front: 17x7
Rear: 17x8.5
|
Front: 16x6.5
Rear: 16x7.5
|
Front: + 1x0.5 (new wheel design)
Rear: + 1x1 (new wheel design)
|
Tires
|
Front: P215/45R17
Rear: P245/40R17
|
Front: P205/55R16
Rear: P225/50R16
|
Larger contact patch
|
Springs
|
New Tuning
|
-
|
Front: Increased spring rate 6.7%
Rear: Decreased spring rate 10%
|
Shock Absorbers
|
New Tuning
|
-
|
Tuned for new suspension settings
|
Stabilizer Bars (mm)
|
Front: 26.5x t4.5
Rear: 25.4 x t4.5
|
Front: 26.5x t4.5
Rear: 27.2 x t4.5
|
Front: Same
Rear: -1.8 x 0
|
Ride Height
|
Non-Load: 5.1
Full-Load: 4.2
|
Non-Load: 5.1
Full-Load: 4.2
|
No Change
|
Body
|
Aerodynamics
|
Enhanced
|
-
|
5% improvement in Cd from new front bumper
design
|
Body Rigidity
|
Enhanced
|
-
|
Rigidity increased
|
Front Bumper
|
Redesigned
|
-
|
New bumper and new triple-beam headlight
designs
|
Rear Bumper
|
Redesigned
|
-
|
New bumper, triple beam LED taillights and oval
exhaust
tips designs
|
Weight (lbs.)
|
2835
|
2811
|
+24, attributable to body rigidity increase and new
wheels and tires
|
Exterior Dimensions
L x W x H (inches)
|
162.2 x 68.9 x 50.0
|
162.2 x 68.9 x 50.0
|
0 x 0 x 0
|
Interior
|
Shoulder Room (in.)
|
50.7
|
48.4
|
+0.9 (20mm)
|
Interior Console
|
Redesigned
|
|
New console with two cupholders (+1) and storage
compartment, new trim pieces
|
Interior Doors
|
Redesigned
|
|
Increased elbow and shoulder room, new speaker
enclosures
|
Steering Wheel
|
Minor update
|
|
New Honda emblem
|
Radio
|
New design
|
|
XM Satellite Radio available and optional headrest
speakers added
|
For more information on downloadable high-resolution
images of the
Honda S2000 and other Honda vehicles, please visit
www.hondanews.com.
Consumer information is available at www.hondacars.com.
| |