You don’t want an AP1 Honda S2000 – you just think you do

Almost every new performance car sold has adjustable drive modes. They usually don’t work all that well – making the car stiffer, harder, rougher, but not really adding any kind of performance or feel. You set them once, and then never touch the button again. It makes me wonder – who doesn’t want all the performance all the time in their performance car?

Don’t you want it like this AP1 Honda S2000?

The 2001 Honda S2000 Overview

Give me a famous Japanese sports car. Here, I’ll make a list: Acura NSX, Mark IV Toyota Supra, Nissan 300ZX – I could go on, but all of these cars were celebrated, yet never sold all that well, were produced far too long, and/or became prohibitively expensive.

So in 1999, Honda tried something different. Light. Cheap(ish). But still very Japanese – in fact, they’d hand-assemble it alongside the NSX in Tochigi, Japan. Manual-only, no turbos, no tech. Just strict attention to detail and maximizing every single gram. The highlight here is the engine: the high-revving 2.0-liter F20C with an astronomical 9,000 RPM redline, a lightweight 14-lb flywheel, 16-inch wheels, and a mechanical cable throttle.

On paper, that sounds incredible. The AP1’s engine held the world record for the highest specific output of any naturally aspirated production car (120 hp/liter) until the Ferrari 458 Italia arrived. But after a few years, people were complaining. They had to drive the S2000, I mean really drive it, hard, all the time or else it felt like it was running a marathon in a fat suit. So, the AP2 was born. Redline reduced. Rear suspension geometry dialed back and softened.

In 2026, we press buttons to make a car softer. Honda retooled the entire car to accomplish the same thing back then. But I’ve always wondered whether they made it worse.

I now know the answer.

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Performance Score: 8. Screaming Eagle

In theory, the AP1 and AP2 are identical – just a few pound-feet of torque separate their numbers, and their acceleration times are identical. But I can assure you that they do not drive the same.

Engine

240 horsepower out of a naturally aspirated four-cylinder sounds ludicrous, and it is, but what makes this car even more special is how it goes about its business. This 2-liter gives you peak power at 8,300 RPM, and revs up to 9K. The AP2’s 2.2-liter unit has peak power at 7,800 RPM, and revs to “only” 8,000 RPM.

You really gotta dig into this thing to make it move, which is why Honda lowered peak torque by 1,000 RPM. It is economy-car slow around town, and I don’t mean new economy car either – think 2000 Honda Civic EX. Now if you were going to the store or work, you might be annoyed after a while, but since this is a classic and will sit in the garage five days a week, it’s a revelation.

It’s hard to drive this car fast at first – you must recalibrate your senses. There’s a loud and buzzy feel to it, and man does that VTEC kick, ‘yo. But amid all this fury, you will probably look down at the tach and assume it’s time to shift. No, you still have 1,500 RPM to go!

BMW’s S65 V-8 and this F20C are the only engines I can think of that offer this experience at civilian price levels.

Transmission

The changes aren’t just to the engine. In this original S2000, there is a 14-pound flywheel compared to 22 pounds in the AP2. That means as soon as you’re off the gas, the revs drop. I personally don’t think it’s harder to drive, but Honda thought so, which is also why the AP2 had shorter lower gearing.

This remains the best shifter on the planet, short of an NSX (I assume, I haven’t driven one). The clutch is direct, the shifter so easy to engage but solid in its position – just a real joy to use. Even a modern 911, for all its charms, feels artificial in comparison.

Chassis and Steering

They say this car is twitchy at the limit, and so Honda revised the rear end to help make handling more predictable. The AP2 is great because of it, but this car is better.

On my drive, I felt no tendency for snap oversteer, where the rear suddenly breaks loose at 10/10ths and you end up staring at what you just passed. You just need good driving habits – don’t lift abruptly off the throttle and so on. It’s Porsche-level telepathic, and though it’s been a very long time since I’ve driven a 350Z, I can assure you they do not handle anything like this S2000. In fact, even a new Nissan Z can’t touch this car’s level of tactile feel.

It’s never harsh either. Because it’s so light, just 2,800 pounds, it doesn’t need huge wheels and super-stiff suspension bits just to make sure it doesn’t roll. It’s just incredibly balanced and alive. That goes for the steering too – direct and actually heavy, which makes driving the entire car hard work. This very much feels like a sports car should, and it’s something new cars have lost along the way.

Brakes

For its production life, Honda kept the brake hardware the same – 11.8-inch up front with single-piston calipers, 11.1 in the rear. What they did change is the tuning, including the ABS and master cylinder.

That said, there’s really not much difference – this pedal felt stiff and gave me confidence to push the car on back roads. More serious users will want a full track setup, but as a weekend toy this works quite well.

Lifestyle Score: 2. Please, no more

I know that this sort of car is all about romance and theater, but just like that hottie on the first date, eventually you’re gonna need to move in with them and find out they chew with their mouth open.

In the S2000’s case, that chewing reveals itself in just how tiny this thing really is. I wish I fit, and I’m not even that big – but the seat does not move back enough, and the dash is in your face. The seats themselves are good – holding you in for support, but the bottom cushion isn’t long enough for me. This is very much a try-it-before-you-buy-it car.

A trunk? Sure, there’s one. You can fit a suitcase in the back if you need to, but pack light – nearly every other sports car has more room. Still, if this were 2001 I’d be more skeptical, but for its intended use now as a weekend toy, the S2000 is fine.

Fuel Economy: 3. Giving you insight

How ironic that Honda came out with their original Insight the same year this S2000 debuted (built in the same factory with the NSX too). They couldn’t be any further apart in mission or feel.

The 2001 Honda S2000 gets a combined 20 miles per gallon, but I doubt you’ll see anything above 18 – this isn’t exactly a highway cruiser, and you need to beat it into submission anyway. Believe it or not, the Nissan 350Z, a much more powerful and heavy car, gets about 2-3 miles more. Hey, since I’m on the topic, a 2004 C5 Corvette gets a combined 20 as well, and isn’t that a lumpen prehistoric piece of metal?

I digress. You’ll enjoy the S2000 all the same.

Features and Comfort: 3. Hon-DNA

Cars very much have a brand DNA that runs common with all of them, so when I say this feels like a baby NSX, I very much mean it.

Interior

I must be honest, it’s not bad in here per se – I can feel Honda quality throughout. But it’s spartan for the sake of it, and the difference between this and an AP2 is apparent.

Unlike that car, this 2001 model has things like an exposed cup holder, a ridiculously small arm rest, fishnets that double as door pockets – even the seats changed. I don’t think it makes the experience that much worse, but there really isn’t a place to put anything in here.

There’s a selfish sensation too – all the controls face you, including the HVAC. That’s cool, Mrs. Machines knows better than to touch the air anyway. A faceplate hides the radio, wisely replaced with an Apple CarPlay unit (though it must be hilariously small to fit). The AP2 is nicer inside, but it wouldn’t be enough to pull me away from this motor. At least the top is power-operated.

Exterior

This is Berlina Black, a difficult color to photograph, and one that hides the S2000’s natural good looks. The AP1 lacks the refreshed front end and LED lighting from the updated model, but those are bits you can always add later if you so choose.

The S2000 has maintained a classic look, more so than other cars from the era. The best question to ask is always, “Could they sell this new today?”, and yeah, I think they could.

As we get on in time, I find myself preferring the original wheels on most cars, but the good news is that at just 16 inches, these are always going to be cheap and easy to swap.

WHICH TO BUY?

In 2001, the Honda S2000 (AP1) established itself as an instant legend, engineered to celebrate Honda’s 50th anniversary with uncompromising motorsport DNA. Built alongside the NSX at the Takanezawa plant, this rear-wheel-drive roadster delivered supercar engineering at an accessible $32,300 base price. Honda kept ordering blissfully simple by offering the S2000 in a single, fully loaded specification. Buyers merely selected their color, decided whether to purchase the newly available factory aluminum hardtop, and prepared for one of the purest driving experiences ever built.

Mounted completely behind the front axle sits the crown jewel: the naturally aspirated 2.0-liter F20C inline-four, generating 240 horsepower and screaming to an astronomical 9,000-rpm redline. Power routes through an ultra-precise six-speed manual gearbox with rifle-bolt throws and a standard Torsen limited-slip differential. Supported by fifty-fifty weight distribution, double-wishbone suspension at all four corners, and a rigid “high X-bone” monocoque chassis, the AP1 attacks apexes with razor-sharp reflexes, sprinting from 0-60 mph in 5.5 seconds. Tap or hover below to compare S2000 configurations.

WHICH PACKAGES MATTER?

My test car arrived finished in $0 Berlina Black (paint code NH-547). This deep, non-metallic black finish lends the roadster an understated, menacing presence, accentuating the long hood, low nose, and short rear deck. The gloss-black paintwork perfectly frames the standard high-intensity discharge (HID) headlights, integrated dual exhaust outlets, and 16-inch five-spoke alloy wheels wrapped in sticky Bridgestone Potenza tires. Without visual clutter, the AP1’s timeless proportions still turn heads decades later.

Inside, the cabin is an uncompromising temple of driving purity. Deeply contoured sport bucket seats trimmed in Black leather lock the driver firmly in place. Inspired by Honda’s Formula 1 racing cockpits, the minimalist dashboard angles all controls within fingertip reach, anchored by a sweeping digital LED tachometer and a bright red starter button. A concealed radio door hides the factory audio unit to eliminate night glare, while air conditioning and cruise control provide essential touring usability.

Because Honda sold the S2000 mono-spec, equipment choices centered around factory dealer accessories. The most significant addition for 2001 was the optional $2,995 removable aluminum hardtop, which added year-round grand touring refinement and a heated rear glass defroster while weighing just 44 pounds. Drivers could also add the $450 front underbody chin spoiler and trunk spoiler to reduce aerodynamic lift. Skipping cosmetic add-ons preserves the pure, lightweight purity intended by Tochigi engineers. Tap or hover below to explore period equipment pricing.

Others to consider

MANHATTAN MACHINES

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If you want an S2000, then the AP1 is the only way to get the full experience

The year was 2004. My 3000GT was broken (ha ha, big surprise that), and I needed a new ride. It came down to the S2000 or the 350Z, and I picked the Z easily – never looked back. It made sense at the time – the Z felt fast, and when you’re 23, that’s all that matters.

But now, 25 years on from its debut, I think I’d have the S2000. You could drive this car every day, and you could also poke a hornet’s nest every day. Neither is a good idea. But if you want something that’s sort of cheap and feels special – actually makes you feel special, the S2000 scratches the itch.

But the question here is, would you want this original, fully distilled, single malt AP1, or the AP2? For me it’s easy – the AP2 is a better car. But this AP1 is a better S2000. I want to zing the motor over and over again, I want the back end to bite me, and I want to work for the speed. This is your weekend ride, so let’s, you know, make it actually fun.

Alas, I’ll never fit in one, and my Japanese sports car tastes are usually much more turbocharged and much less reliable. But putting that aside, what else is there… a Miata? No, this is much more thrilling. Much more raw.

Go ahead and press your buttons, set up your modes. I’ll be too busy driving.

2001 Honda S2000 Specifications

Vehicle Type	Front-engine, rear-wheel drive, two-door, two=passenger convertible
Base Price	$32,300
Engine	2.0-liter DOHC 16-valve VTEC Inline-4 (F20C)
Power	240 hp @ 8,300 RPM
Torque	153 lb-ft @ 7,500 RPM
Transmission	6-speed manual
Wheelbase	94.5 inches
Length	162.2 inches
Width	68.9 inches
Height	50.6 inches
Curb Weight	2,813 lbs
EPA Combined MPG	20
EPA City MPG	18
EPA Highway MPG	24