Nice when a Reviewer really get's it! (long)
08-03-2005, 08:48 PM
#1
Thread Starter
Nice when a Reviewer really get's it! (long)
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2004 Honda S2000
Five-days with the top down at 9,000 rpm.
April 02, 2004 - Day One
Honda has a long racing history; but that drive, passion and racing spirit has never really translated well into its passenger vehicles, Honda/Acura NSX aside. The Accord, Civic, Pilot and CR-V are all great vehicles, but they don't have that visceral soul that can make even the most "uncar" person fall instantly in love with a vehicle.
That all changed in the year 2000 when the Japanese automaker introduced to the world a smart and sexy roadster called the S2000. Unlike most of the automaker's line-up the S2000 was the only convertible two-seater. It was also the only vehicle to feature a rear-wheel drive configuration and an uber-high revving 2.0L powerplant specifically-designed for the roadster. It'd be a bit of an understatement to say the S2000 became an instant hit, selling out its first year in production.
Honda really did its homework with the S2000. The tight little roadster has so much to like as so few things to dislike. Some didn't like the small trunk (we could live with it) and others didn't like the amount of effort required to get the 2.0L moving. It didn't have enough torque; Honda knew this and has remedied it with the 2004 version of the S2000.
Displacement in the 240 horsepower engine has been up to 2.2L giving the four-cylinder engine a bit more stroke and, in the process, some more torque. Along with minor revised bodywork, the new 2004 S2000 is just the car for those of us who were waiting for Honda to work out the details.
Pricing
For the week we'll have, you guessed it, a 2004 Honda S2000. Our convertible comes in New Formula Red--a favorite color amongst CHP officers. Pricing on the Honda begins at $32,800; destination charge raises the sticker to $33,290.
Standard are a 2.2-liter, 240-horsepower, 16-valve engine, anti-lock braking system (ABS), 17-inch wheels, AM/FM/CD audio system, leather-trimmed seats and steering wheel, an Immobilizer Theft-Deterrent System, a remote-entry system, high-intensity discharge (HID) headlights, combination LED taillights, 6-speed manual transmission, electrically-powered soft top with a glass rear window and defroster.
Optional stuff includes a front underbody spoiler ($499), side strakes ($459), trunk spoiler ($489), hardtop ($3,145), blue soft top ($995) and a vehicle dust cover ($229). That's all exterior, aesthetic stuff, though. Other optional goodies include stuff like a cargo net ($39), ashtray ($30), titanium shift knob ($159), seat-back pocket ($69) and a security system ($279). A six-disc, CD-changer adds $560 to the price.
Styling
If you're not at all into two-seater convertibles then the S2000 isn't probably going to be something you like. But if you're fond of two-seater cars, then Honda's roadster will undoubtedly get you excited. Designed from the ground up as a convertible, the S2000 looks good with the soft top up or down; we prefer a bit of sun, so the top is always down with us. Honda includes a tonneau cover; some call it a fairing, to cover up the top after it has been retracted.
We thought the original S2000 well-designed and altogether pretty much perfect. It was and remains one of the best looking convertibles on the road, especially for the money. Like the last-generation Integra, the first generation S2000 has a style that will age well and one that Honda will have a difficult time out-doing. With its first minor change ever, Honda has done a solid job of taking an already proven design and improving upon it.
The front and rear bumpers are revised, but only slightly. And the revision is just enough to give the S2 a fresh new look, but not mess up something that shouldn't be messed with. Exhaust pipe diameter is increased to give the arse end a meaner, more aggressive look and a deeper exhaust note, too. Both the headlights and taillights also receive some new treatment giving each end of the S2000 a sort-of space-age laser-gun look. We love it.
Work on the interior remains the same and we find the fairly plain, but stylish cabin pleasing. Our only gripe on interior design is the angle of the CD-player. Although there is a brushed-metal cover to hide the stereo the headunit is too vertical with no tilt, making it difficult to see and ugly to look at. But one complaint, and just in the stereo department, isn't a bad for a vehicle that impresses us everywhere else.
Day Two
General Driving Impressions
We had noticed the S2000 in the past, it's hard not to. The car looks so damn beautiful, but the 2004, with its revised design, looks even better. This morning, on the way to the office, we received a big thumbs up from a fellow S2000 driver, a 2004 no less.
The camaraderie between S2000 owners definitively seems to be there as the white '04 wasn't the first Honda to acknowledge our New Formula Red roadster. On a spirited trip through the coastline leading to Monterey quite a few other S2000s gave us a wave or thumbs up.
There are few cars on the road today that really band owners together the way the S2000 does. And it feels good, we dig having a sort of cool-car club with other mobile sunbathers--well, at least for this week. And the really cool thing is that all the S2000 owners we've seen on the roads of Los Angeles, San Francisco, Monterey and San Jose have all been relatively young Gen Xers; it sure beats sharing a car with someone old enough to be your dad, right? Of course, we've seen our share of those young-at-heart, but you're only as old as you feel and act, right?
It's really easy to enjoy almost any drive with the top down and the engine constantly between 5,000 to 8,000 rpm. To quote a fellow automotive journo, "It's pretty freakin' awesome when you slow down by downshifting." That's very well said and very true, assuming you don't feel like using the actual brakes.
Whether you're a casual cruiser or a hardcore autocrosser the S2000 can live on either side of the fence and does it with certain finesse. The car isn't rough around the engine, it's not weaksauce either, but it'll do what you want it to when you want it to. Why can't more cars be this good?
Performance
New for '04 is the slightly larger-in-displacement 2.2L four-cylinder engine. It's basically the same engine we've seen for the last three years, but gains a bit more torque thanks to a longer stroke. Output is to the tune of 240 horsepower @ 7,800 rpm and 162 lb-ft torque @ 6,500 rpm. Ponies remains the same, but the additional torque and new gearing give the S2000 a certain get-up-and-go that the 2.0L never had. Yeah, we effectively lost a few hundred revs to redline, but we have no qualms with that whatsoever.
The Honda 2.2L still screams like a banshee and that VTEC really feels like a kick in the kidneys once the all-digital tachometer hits, say, 6,000 rpm. Even before that glorious number the sixteen valve engine gladly sense us forward, or sideways, but it's that magical number that makes the S2000 feel more like a Hayabusa than a Honda. A quick rev-matched downshift at freeway speeds from sixth to third is so exhilarating that we're almost tempted to keep the screamer in third and fourth on our drive up and down the 101.
"I've never been on one, but it's as close as a car can get to a motorcycle," continued our editor friend; yeah, that could possibly be true. We've never been on a motorbike either (we prefer our skin without grafts), but the Honda roadster sure makes us feel like we need a helmet and leather. Riders give us the peace sign, thumbs up and chivalrous head nods; they, too, obviously appreciate the 8,200 rpm redline and super stiff body. You always feel like you're on the edge with the S2000, but not really because the car can give and give, so much more than you could possibly ever take.
With its unbelievable grip and consistent traction, handling in the soft top convertible resembles that of a mid-engine, rear-drive car versus the somewhat-squirrelly feel we get from a lot of front-engine, rear-drive sports cars. The rear tires just grab the pavement like a track-only go-kart and inspire a sort of confidence that is missing from most cars. Add positively tight steering and the car has almost psychic abilities, knowing what you when a split-second before you want it.
At lower speeds the S2 feels sedan-like smooth, but has a hint of its sports car personality with stiff suspension that still isn't stiff enough to piss off your girlfriend, but good enough to get her excited. Braking is just as well-engineered. ABS doesn't seem too intrusive, but those large front rotors and calipers will stop the 2,800 lb convertible in seconds flat.
Day Three
General Driving Impressions
We're having fun, loads of it, that's what this car boils down to. There are a few winding roads in the Bay Area that the S2000 seems to tackle like nothing else. Suspension rebound during these spirited drives is quick and predictable; it makes our steering and throttle inputs that much easier.
Clutch engagement on the S2 is perfect; we wouldn't change it at all. The stock clutch feels like it's more than sufficient to handle the 240 horses under the long red hood. Take off like a granny and the clutch play is just right, requiring little to no throttle input. Under hard drag-style launches the revs need to go up high to prevent the clutch from bogging down the engine. We're certain it could handle another 20-30 horsepower without causing slippage, as could the tranny.
Comfort
For such a Spartan ride--but not nearly as Spartan as the MR2 Spyder--the S2000 is incredibly comfy. It doesn't have heated or power seats, there's no GPS navi--oh yeah, there's no auto-dimmer for the rear view and the S2000 doesn't offer any kind of real cargo space. Did we mention that it all doesn't matter; the ride quality is just right, shoulder room perfect and legroom more than amble, even for passengers in the range of 6'3''.
Even The Continental, who was extremely cramped in the above-mentioned MR2 Spyder, found the S2 seating arrangement passable. A non-existent glovebox (not in the conventional location, anyway; it's between the seats) makes it easier for passengers of all sizes to fit comfortably. Headroom is still up in the air (pun not intended) when the top is closed. For those in the populace of a normal height, seating in the Honda is as good as it gets, especially for something that is so deceivingly small.
Driver in and egress is a bit of a bear--we repeatedly hit our knees on the audio controls that jut out slightly to the left of the steering wheel. That's just our clumsy selves doing what we do best, but once you're in that supple yet supportive leather seat you won't wanna leave. Whether they were match exactly by the engineering team for the stiff suspension we're not sure, but the seats, leather and all, don't have us sliding like other similar deals.
We would have liked heated seats in the S2 as the fairer sex does tend to get a little cold on those coastline drives. Two side-view mirror options would have been a good idea, too, as there's a bit of a blind spot once the top goes up. And Honda really needs to stop teasing us with the semi-useful audio controls.
It's awesome that we can close up the stereo and go ninja-style, but there's no "back" only forward (CH). Why not move the volume control to the Source knob (it doesn't actually spin), move the forward and back to the device that currently controls volume and use that extra button for another feature.
High strung, that's a good word for the S2000. It just screams and we love every second of it. But one voice isn't always the best way to go, especially when that voice is us and we're sold on the little convertible.
That's why we reluctantly handed the keys to BG2, Scion-killa, Justin Kaehler. He took the S2 for a night. And what a night. He left work around 6pm and apparently drove around until 4am the next morning. Somehow he actually showed up on time. We don't get it.
Here's his story, "Man, I love this car. Seriously, I absolutely love this car and am willing to sell my vital organs just so I can afford an S2000 for myself. But, then I wouldn't be able to drive the S2000, so I will have to find another way to come up with the cash.
Seriously though, this car offers the best driving experience of anything out there. I know it's clich
2004 Honda S2000
Five-days with the top down at 9,000 rpm.
April 02, 2004 - Day One
Honda has a long racing history; but that drive, passion and racing spirit has never really translated well into its passenger vehicles, Honda/Acura NSX aside. The Accord, Civic, Pilot and CR-V are all great vehicles, but they don't have that visceral soul that can make even the most "uncar" person fall instantly in love with a vehicle.
That all changed in the year 2000 when the Japanese automaker introduced to the world a smart and sexy roadster called the S2000. Unlike most of the automaker's line-up the S2000 was the only convertible two-seater. It was also the only vehicle to feature a rear-wheel drive configuration and an uber-high revving 2.0L powerplant specifically-designed for the roadster. It'd be a bit of an understatement to say the S2000 became an instant hit, selling out its first year in production.
Honda really did its homework with the S2000. The tight little roadster has so much to like as so few things to dislike. Some didn't like the small trunk (we could live with it) and others didn't like the amount of effort required to get the 2.0L moving. It didn't have enough torque; Honda knew this and has remedied it with the 2004 version of the S2000.
Displacement in the 240 horsepower engine has been up to 2.2L giving the four-cylinder engine a bit more stroke and, in the process, some more torque. Along with minor revised bodywork, the new 2004 S2000 is just the car for those of us who were waiting for Honda to work out the details.
Pricing
For the week we'll have, you guessed it, a 2004 Honda S2000. Our convertible comes in New Formula Red--a favorite color amongst CHP officers. Pricing on the Honda begins at $32,800; destination charge raises the sticker to $33,290.
Standard are a 2.2-liter, 240-horsepower, 16-valve engine, anti-lock braking system (ABS), 17-inch wheels, AM/FM/CD audio system, leather-trimmed seats and steering wheel, an Immobilizer Theft-Deterrent System, a remote-entry system, high-intensity discharge (HID) headlights, combination LED taillights, 6-speed manual transmission, electrically-powered soft top with a glass rear window and defroster.
Optional stuff includes a front underbody spoiler ($499), side strakes ($459), trunk spoiler ($489), hardtop ($3,145), blue soft top ($995) and a vehicle dust cover ($229). That's all exterior, aesthetic stuff, though. Other optional goodies include stuff like a cargo net ($39), ashtray ($30), titanium shift knob ($159), seat-back pocket ($69) and a security system ($279). A six-disc, CD-changer adds $560 to the price.
Styling
If you're not at all into two-seater convertibles then the S2000 isn't probably going to be something you like. But if you're fond of two-seater cars, then Honda's roadster will undoubtedly get you excited. Designed from the ground up as a convertible, the S2000 looks good with the soft top up or down; we prefer a bit of sun, so the top is always down with us. Honda includes a tonneau cover; some call it a fairing, to cover up the top after it has been retracted.
We thought the original S2000 well-designed and altogether pretty much perfect. It was and remains one of the best looking convertibles on the road, especially for the money. Like the last-generation Integra, the first generation S2000 has a style that will age well and one that Honda will have a difficult time out-doing. With its first minor change ever, Honda has done a solid job of taking an already proven design and improving upon it.
The front and rear bumpers are revised, but only slightly. And the revision is just enough to give the S2 a fresh new look, but not mess up something that shouldn't be messed with. Exhaust pipe diameter is increased to give the arse end a meaner, more aggressive look and a deeper exhaust note, too. Both the headlights and taillights also receive some new treatment giving each end of the S2000 a sort-of space-age laser-gun look. We love it.
Work on the interior remains the same and we find the fairly plain, but stylish cabin pleasing. Our only gripe on interior design is the angle of the CD-player. Although there is a brushed-metal cover to hide the stereo the headunit is too vertical with no tilt, making it difficult to see and ugly to look at. But one complaint, and just in the stereo department, isn't a bad for a vehicle that impresses us everywhere else.
Day Two
General Driving Impressions
We had noticed the S2000 in the past, it's hard not to. The car looks so damn beautiful, but the 2004, with its revised design, looks even better. This morning, on the way to the office, we received a big thumbs up from a fellow S2000 driver, a 2004 no less.
The camaraderie between S2000 owners definitively seems to be there as the white '04 wasn't the first Honda to acknowledge our New Formula Red roadster. On a spirited trip through the coastline leading to Monterey quite a few other S2000s gave us a wave or thumbs up.
There are few cars on the road today that really band owners together the way the S2000 does. And it feels good, we dig having a sort of cool-car club with other mobile sunbathers--well, at least for this week. And the really cool thing is that all the S2000 owners we've seen on the roads of Los Angeles, San Francisco, Monterey and San Jose have all been relatively young Gen Xers; it sure beats sharing a car with someone old enough to be your dad, right? Of course, we've seen our share of those young-at-heart, but you're only as old as you feel and act, right?
It's really easy to enjoy almost any drive with the top down and the engine constantly between 5,000 to 8,000 rpm. To quote a fellow automotive journo, "It's pretty freakin' awesome when you slow down by downshifting." That's very well said and very true, assuming you don't feel like using the actual brakes.
Whether you're a casual cruiser or a hardcore autocrosser the S2000 can live on either side of the fence and does it with certain finesse. The car isn't rough around the engine, it's not weaksauce either, but it'll do what you want it to when you want it to. Why can't more cars be this good?
Performance
New for '04 is the slightly larger-in-displacement 2.2L four-cylinder engine. It's basically the same engine we've seen for the last three years, but gains a bit more torque thanks to a longer stroke. Output is to the tune of 240 horsepower @ 7,800 rpm and 162 lb-ft torque @ 6,500 rpm. Ponies remains the same, but the additional torque and new gearing give the S2000 a certain get-up-and-go that the 2.0L never had. Yeah, we effectively lost a few hundred revs to redline, but we have no qualms with that whatsoever.
The Honda 2.2L still screams like a banshee and that VTEC really feels like a kick in the kidneys once the all-digital tachometer hits, say, 6,000 rpm. Even before that glorious number the sixteen valve engine gladly sense us forward, or sideways, but it's that magical number that makes the S2000 feel more like a Hayabusa than a Honda. A quick rev-matched downshift at freeway speeds from sixth to third is so exhilarating that we're almost tempted to keep the screamer in third and fourth on our drive up and down the 101.
"I've never been on one, but it's as close as a car can get to a motorcycle," continued our editor friend; yeah, that could possibly be true. We've never been on a motorbike either (we prefer our skin without grafts), but the Honda roadster sure makes us feel like we need a helmet and leather. Riders give us the peace sign, thumbs up and chivalrous head nods; they, too, obviously appreciate the 8,200 rpm redline and super stiff body. You always feel like you're on the edge with the S2000, but not really because the car can give and give, so much more than you could possibly ever take.
With its unbelievable grip and consistent traction, handling in the soft top convertible resembles that of a mid-engine, rear-drive car versus the somewhat-squirrelly feel we get from a lot of front-engine, rear-drive sports cars. The rear tires just grab the pavement like a track-only go-kart and inspire a sort of confidence that is missing from most cars. Add positively tight steering and the car has almost psychic abilities, knowing what you when a split-second before you want it.
At lower speeds the S2 feels sedan-like smooth, but has a hint of its sports car personality with stiff suspension that still isn't stiff enough to piss off your girlfriend, but good enough to get her excited. Braking is just as well-engineered. ABS doesn't seem too intrusive, but those large front rotors and calipers will stop the 2,800 lb convertible in seconds flat.
Day Three
General Driving Impressions
We're having fun, loads of it, that's what this car boils down to. There are a few winding roads in the Bay Area that the S2000 seems to tackle like nothing else. Suspension rebound during these spirited drives is quick and predictable; it makes our steering and throttle inputs that much easier.
Clutch engagement on the S2 is perfect; we wouldn't change it at all. The stock clutch feels like it's more than sufficient to handle the 240 horses under the long red hood. Take off like a granny and the clutch play is just right, requiring little to no throttle input. Under hard drag-style launches the revs need to go up high to prevent the clutch from bogging down the engine. We're certain it could handle another 20-30 horsepower without causing slippage, as could the tranny.
Comfort
For such a Spartan ride--but not nearly as Spartan as the MR2 Spyder--the S2000 is incredibly comfy. It doesn't have heated or power seats, there's no GPS navi--oh yeah, there's no auto-dimmer for the rear view and the S2000 doesn't offer any kind of real cargo space. Did we mention that it all doesn't matter; the ride quality is just right, shoulder room perfect and legroom more than amble, even for passengers in the range of 6'3''.
Even The Continental, who was extremely cramped in the above-mentioned MR2 Spyder, found the S2 seating arrangement passable. A non-existent glovebox (not in the conventional location, anyway; it's between the seats) makes it easier for passengers of all sizes to fit comfortably. Headroom is still up in the air (pun not intended) when the top is closed. For those in the populace of a normal height, seating in the Honda is as good as it gets, especially for something that is so deceivingly small.
Driver in and egress is a bit of a bear--we repeatedly hit our knees on the audio controls that jut out slightly to the left of the steering wheel. That's just our clumsy selves doing what we do best, but once you're in that supple yet supportive leather seat you won't wanna leave. Whether they were match exactly by the engineering team for the stiff suspension we're not sure, but the seats, leather and all, don't have us sliding like other similar deals.
We would have liked heated seats in the S2 as the fairer sex does tend to get a little cold on those coastline drives. Two side-view mirror options would have been a good idea, too, as there's a bit of a blind spot once the top goes up. And Honda really needs to stop teasing us with the semi-useful audio controls.
It's awesome that we can close up the stereo and go ninja-style, but there's no "back" only forward (CH). Why not move the volume control to the Source knob (it doesn't actually spin), move the forward and back to the device that currently controls volume and use that extra button for another feature.
High strung, that's a good word for the S2000. It just screams and we love every second of it. But one voice isn't always the best way to go, especially when that voice is us and we're sold on the little convertible.
That's why we reluctantly handed the keys to BG2, Scion-killa, Justin Kaehler. He took the S2 for a night. And what a night. He left work around 6pm and apparently drove around until 4am the next morning. Somehow he actually showed up on time. We don't get it.
Here's his story, "Man, I love this car. Seriously, I absolutely love this car and am willing to sell my vital organs just so I can afford an S2000 for myself. But, then I wouldn't be able to drive the S2000, so I will have to find another way to come up with the cash.
Seriously though, this car offers the best driving experience of anything out there. I know it's clich
08-04-2005, 05:51 AM
#5
Thread Starter
Originally Posted by SpeedxRacer,Aug 4 2005, 01:49 AM
Or maybe thats not from the US.. I dont know its too damn long to read.
Only screw up I caught is '04 model is 8k, not 9k, in CA.
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