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NOTE: I built this list to highlight the changes between 2003 and 2004-5 S2000s as we don't have a single thread that highlights every detail. Feel free to add/correct so we can get a definitive thread up!
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Honda made a lot of changes (Honda claimed over 2,000) from MY2003 to MY2004, some small, some large. Together they combine to make MY2004 a different car than an MY2003 in my opinion. They are both S2000s, but if you're looking at the different years, treat each car as its own - they are the same in general looks and performance, yet different enough to really stand apart from each other once you get down to details and character.
Model years 04 and 05 are the same, but I haven't seen a definitive thread for the changes by year like we have for the 00-03 and the 06+ in the stickies, so I decided to make a list.
Another thing to note - in 2004, every North American S2000 changed to AP2 chassis, but F20C engines were placed into otherwise upgraded chassis cars for another couple years outside the North American market. F20C engines were also revised during this time to include many of the updates in the F22C. AP2 chassis generally denotes when the engine was updated to the larger-bore F22C.
Every MY2004+ has the updated suspension, trans, gearing, body, interior etc. except for the cars sold outside NA, which continued with the smaller F20C engine and corresponding instrument panel with the 9k (8,900 rpm) redline until they were updated in turn. (Honda claimed over 2,000 changes to the car in this transition.)
In summary:
- The AP1 chassis sold worldwide with F20C engine from 2000-20003.
- The AP2 chassis sold with F22C engine in North America from 2004 on.
- Japan got the AP2 in 2006.
- The rest of Asia and the Middle East switched at different times from 2004-2007, if at all.
- Europe never got the AP2/F22C and kept with the AP2/F20C.
Engine:
- Engine stroke lengthened, displacement increased 10% to 2.2 liters, giving the car more torque (8-10 pounds) below VTEC and lowered power band range (North American S2000s got the 2.2 liter engine in 2004, Asia, 2006, and Europe got it later) - note that engine dynos have shown F22 to make around 260 crank hp although published numbers never changed. This translates into wheel dyno results change as well:
- Compression ratio up from 10.1:1 to 11.1:1
- Spark plug cover changed from black to gold, lettering on the cover is also different, 'H' logo replaced with the name 'Honda'
- Heavier valves, more durable than AP1 F20C valves (Many AP1 owners upgrade these)
- Redline now at 8,200 rpm fuel cut off, down from 8,900 rpm fuel cut off in F20, to keep cylinder max speed identical
- Engines no longer burn oil due to revised cylinder sleeve design
- S2000 oil filter redesigned - 15400-PCX-004
- Peak horsepower 240 @ 7800 rpm, from 240 @ 8300 rpm in the F20. In 2005, new SAE standards re-rated the S2000 at 237 hp according to new calculations for all cars (HP numbers remained unchanged outside of North America)
- Peak torque 162 @ 6500 rpm, up from 153 @ 7500 rpm in the AP1. +9 lb.-ft. @ -1000 rpm with improved powerband characteristics strengthened by 4% - 10% between 1000 and 8000 rpm. Max torque increases 5% (Dynos show F22/AP2s make as much as 40 lb ft more at the wheels than early AP1s before VTEC)
- VTEC low speed cam profile reconfigured - Low-speed intake duration decreased and exhaust duration increased for more torque
- VTEC high speed cam profile reconfigured - High-speed intake and exhaust duration slightly decreased for torque and top horsepower
- Dynos show combined changes make for ~30 hp more before VTEC than F20 for more power sooner, with less VTEC "kick" at 6k rpm due to smaller power difference
Drivetrain & Exhaust:
- More aggressive gearing in gears with higher final drive for better power delivery and highway cruising; Gears 1-4 = 4% lower for performance; Gear 5 = 1% lower; Gear 6 = 2% higher
- Dual exhaust tips now bigger, oval
- Differential slightly revised from AP1 models, strengthened case
- Synchronizers now carbon (Double carbon single cone on 1-2 and single carbon cone on 3-6), upgraded from brass - Carbon material reduces mechanical loss and increases capacity of synchronizer
- Clutch delay valve added to clutch slave cylinder, slave cylinder is revised, larger
- Clutch flywheel heavier - 22 lbs versus 14 lbs (Many AP2 owners replace with the lighter AP1 flywheel)
Suspension & chassis:
- Rear control arms lengthened
- Spring changes: Front: Increased spring rate 6.7% Rear: Decreased spring rate 10%
- Stiffened cross-members, joints and bulkheads increase torsional rigidity
- Steering rack ratio increase slightly to reduce high-speed nervousness
- Steering Gear Ratio now 14.9:1 from 13.8:1 - tuned to match new tire size
- Rear sway bar thinner
- Upgraded brakes incorporating an ABS system that features yaw control logic
- Brake pads redesigned for better performance
Wheels & Tires:
- 17" split five-spoke rims now standard (commonly called AP2v1)
- OEM tire changed to Bridgestone RE050s
- Larger tires fitted (215/45R17s vs. 205/55R16s up front and 245/40R17s vs 225/50R16s out back)
- Wheel mass: Front 17.6# (up from 17.5#), Rear 20.5# (up from 18.6#)
Interior:
- Instrument cluster changed - now fuel and temp gauges arc instead of being straight
- Digital tachometer features less distance between segments
- Engine temperature gauge now has more segments - seven bars is a warmed-up engine now vs three in MY00-03
- Start Engine button now illuminates when key is turned to the 'On' position
- Security indicator lamp added for optional OEM alarm (Modifry sells a mod to make it blink)
- Digital clock added to instrument cluster
- Instrument cluster surround changed from dark grey to black
- Instrument cluster surround inserts for audio controls and HVAC now glossy black
- Steering wheel revised - H logo now larger and trapezoidal, not circular
- Leather is cut differently for the steering wheel, stitching is different to be more comfortable on the hands, leather is no longer perforated on the left and right sides of the wheel
- Cruise control now has three buttons on the steering wheel, the cancel button is new
- Tweeter speaker housings now incorporated into the door panels, door panels are changed to integrate into the dashboard
- Radio now listed by Honda as being a 30 watt, four speaker system - more powerful than previous versions
- Dealer-installed headrest tweeters are available (two per seat)
- Head unit is XM Satellite Radio-capable with the addition of a dealer-installed XM Satellite Radio Receiver and antenna
- Radio door is covered in brushed aluminum trim
- Center console is covered in brushed aluminum trim
- Center console is updated, now has a rubber mat tray surrounding the shifter, sliding center console door opens with one-button push
- Revised placement for the top switch and hazard lights
- Center console now has two "cup holders"
- Interior lights dimmer will now stay at daylight settings when you turn the car off and on - previously, if you had the setting at its brightest level and shut off the S, the settings would revert to 4/5 brightness, but this changed in 2004
- Floor mats have new anchor points - driver's side has two anchors
- Redesigned door panels provide more shoulder and elbow room
- Elbow room increased by as much as 0.9 inches (20 mm)
- The lower door pocket has more storage space,
- Vertical elbow pad is larger
- Seats have graphite-colored plastic backs
- The air-conditioning-system evaporator is a new design that takes up less space, is more efficient at transferring heat and has greater corrosion resistance
Exterior:
- Head lights revised - new design changes diffusers, lights look more black overall
- Triple Beam projector headlight design replaces dual beam headlight reflector headlight design
- Triple lamp LED taillight design replaces a traditional dual lamp setup
- Tail lights revised - now have LED ring surrounding the brake bulb, orange lens added for turn signals, reverse light is smaller
- The squarish side marker lamp uses two LED lights
- Front and rear bumpers revised, 1" extended tab added to wheel liners to attach
- Front fake brake ducts now more vertical and closer to a larger overall grill
- Front bumper now improves aerodynamic performance (per Honda)
- Rear bumper design is lower to the ground and is accented by large-diameter dual oval exhaust tips
- Rear diffuser now painted body color
- New front lip design, new rear wing offered
Colors:
In 2004 and 2005, seven colors offered:
- Grand Prix White
- New Formula Red
- Suzuka Blue
- Sebring Silver Metallic
- Silvertone Metallic
- Rio Yellow Pearl (Rio is a new color - Spa yellow dropped)
- Berlina Black
GPW came with a black and tan interior, Suzuka came with an all-blue interior, and all other colors had black interiors standard except Silverstone and Sebring Silver, where black and red interiors were an option.
Other Stuff:
- Master ignition wave key design features decorative aluminum-look panel with S2000 logo
- Weight distribution changed from 50/50 to 49/51 (per Edmunds)
- Spiral double horn replaces flat double horn
- Despite all the changes, testing shows the 2004 is a little faster and more powerful than previous years even though Honda did not change its output numbers between models
- 5% improvement in Cd (drag) from new front bumper design
- Body rigidity increased (per Honda)
- Overall weight +24 lb, attributable to new wheels and body rigidity increase, total weight is 2,835 lb.
ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 132 cu in, 2157cc
Power (SAE net): 240 bhp @ 7800 rpm
Torque (SAE net): 162 lb-ft @ 6500 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 94.5 in Length: 162.2 in
Width: 68.9 in Height: 50.0 in
Curb weight: 2840 lb
C/D TEST RESULTS:
Zero to 60 mph: 5.4 sec
Zero to 100 mph: 15.0 sec
Street start, 5-60 mph: 6.9 sec
Standing ¼-mile: 14.1 sec @97mph
Top speed (drag limited): 149 mph
Braking, 70-0 mph: 166 ft
FUEL ECONOMY:
EPA city driving: 20 mpg
C/D-observed: 23 mpg
The 2003 version of the Honda S2000 recently won a comparison test ("The Blow Dryers," August 2003) among such leading lights as the Porsche Boxster, BMW Z4, Nissan 350Z Touring, and Audi TT roadster. In case you hadn't noticed, some of those cars are newer than the Honda is.
We have more bad news for those guys. There's a revised S2000 coming their way as a 2004 model, and it features a ton of improvements designed to neutralize the few criticisms we had about the old car.
Chief among these are changes to the engine to make the S2000 more flexible at low- and midrange revs without dulling the tumultuous rush at motorcycle-engine speeds that is this car's trademark. Honda did this by increasing the stroke by 6.7 millimeters, thereby bumping displacement from 1997 to 2157cc.
Both VTEC cam profiles were reconfigured, the compression ratio was raised a 10th (to 11.1:1), and the redline was dropped from a strident 8900 rpm to a merely maniacal 8000 rpm. The redline illuminates as a shifter light on the tidy new instrument cluster and then allows another 200 rpm before shutting off the fun.
The result is the same peak output of 240 horsepower, but developed now at 7800 rpm instead of 8300 rpm, and a stronger torque supply that starts and peaks earlier, with 162 pound-feet at 6500 rpm instead of 153 at 7500. Sure, the longer stroke dictated the lower redline, but piston speeds are actually lower in the new car at redline than in the old one. The '03's pistons whiz at 4906 feet per minute at 8900 rpm, whereas the '04's slugs rip along at just 4761 feet per minute at 8000 rpm.
With the same horsepower, the '04 car runs similar 0-to-60-mph and quarter-mile times but aces the '03 model in the 30-to-50-mph and 50-to-70-mph top-gear passes, running 8.8 seconds versus 9.9 and 7.9 seconds versus 9.4, respectively. That's quite remarkable, particularly since sixth gear in the new S2000 is actually now two percent higher. (First through fourth are four percent lower, for better acceleration, with fifth just one percent lower.)
Along with the gearing revisions is a change to carbon-composite synchronizers, allowing the use of double-cone rings where there were triples, and singles where there were doubles, lightening engagements and smoothing the whole process. It was a pretty magnificent gearbox before, so you can imagine how slick it is now. Think snick-snick with a dab of Vaseline.
Because certain owners had discovered inappropriate vehicle rotation at the point of disappearing talent, Honda set about revising the chassis for better at-the-limit stability and more progressive breakaway characteristics. The front suspension wears stiffer springs and retuned shocks, and the rear axle gets softer springs and a smaller anti-roll bar, along with reduced bump-steer responses and a lower roll center.
We didn't think there was much wrong with the previous car's handling, but this one got around the Bragg-Smith racetrack at Pahrump, Nevada, at least as quickly as its '03 forebear, and with a pleasing lack of body roll or power oversteer to boot. (New readers note: That's when your right foot mysteriously steers the rear axle.)
Larger 17-inch wheels with bigger-cross-section, lower-profile tires aid the new suspension setup. They're Bridgestone Potenza RE050s: 45-series 215s in front, 40-series 245s out back; and if you're squealing these tires out on the public road, well, you should be grateful for the new, stable chassis. We couldn't run skidpad tests because our usual venue had just been resealed with shiny, slippery black goop, but we'd guess a 10th or two up on the '03 model's already respectable 0.92 g.
Honda's latest S2000 carries too many changes and upgrades to mention here, but they include revised front and rear styling and light treatments; new interior design with scalloped door panels for better passenger space and a new console with two cup holders; optional XM satellite radio and headrest speakers; body rigidity enhancements; oval exhaust tips; new noise- and vibration-quelling engine mounts and suspension bushings; and a silver-color audio-system cover.
Best of all, though, is the fact that you can now cruise the freeway in sixth gear and cut a swath through the antidestination leaguers without even downshifting, at about the same price as before.
Notice:
- New H emblem on horn pad
- third cruise control button
- black IP surround
- black IP inserts for audio controls and HVAC controls
- Arched fuel and temp gagues
- Revised tachometer - lower redline, clkoser numbers and more detail in the number of bars
- digital clock
- "Start Engine" lights up
- you can also see the aluminum radio door
2004 engine bay:
2004 exterior - revised wheels, headlight assemblies, and nose:
2004 profile:
Rear:
Notice:
- revised tail lights with three distinct lights
- larger, oval tail pipes
- revised bumper with integrated diffuser
- XM satellite radio antenna on trunk
Detail of the three light housings, with LED tail lights lit
The AP2 OEM lip
AP2 OEM rear spoiler
AP2 OEM rear wing (second photo with OEM hard top and OEM strakes)
(from Honda Press Release) Import Drag Racing legend Adam Saruwatari and his A&L Racing team joined with Honda Factory Performance and key aftermarket partners to produce this great-looking S2000. Under the hood, performance is enhanced through the addition of a Comptech supercharger, a Comptech liquid to air charge air cooler and a custom Modula stainless steel exhaust. Components from Koni, Eibach, Comptech and Brembo beef up the suspension. Exterior modifications are highlighted by a Honda Factory Performance rear wing with Intense Motorsports carbon fiber treatment, while inside, Sparco seats, a Sparco steering wheel and Honda Factory Performance shift knob give the S2000 a high performance edge.
Powertrain Modifications
o Comptech supercharger
o Comptech liquid to air charge air cooler
o HPC Extreme coated Comptech stainless steel headers
o Custom Modula stainless steel exhaust
Chassis/Suspension Modifications
o Koni adjustable shocks
o Eibach Springs coil over spring set up
o Comptech titanium strut tower bar
o Brembo front brakes with 4-piston calipers
o Brembo rear brakes with cross drilled rotors
Exterior Modifications
o Mugen SS front nose
o Intense Motorsports carbon fiber hood
o Honda Factory Performance rear wing with Intense Motorsports carbon fibber treatment
o Paint by Brian's Auto Body
o Honda Factory Performance security system
o Graphics by Intense Graphics
Interior Modifications
o Sparco silver/black Milano seats
o Sparco steering wheel
o Honda Factory Performance titanium shift knob
o Honda Factory Performance speaker system
04-25-2007, 08:38 AM
Changes between 2003 and 2004-2005
