Honda fitted a new front lip and spoiler, and the folding soft top was replaced with a tonneau cover. The body also underwent a number of changes in the pursuit of more performance. There was a new exhaust system, a lower ratio steering rack, stiffer suspension, new wheels and Bridgestone Potenza RE070 tyres that were wider at the rear.
The S2000 Club racer was put on a diet and featured fewer amenities. One of these was the Club Racer that was designed as more of a track-orientated version of the S2000. While the S2000 didn’t get the Type R treatment, a few different performance versions were launched. The 2006 S2000 was also fitted with a new drive by wire throttle, new wheels, an electronic stability control system, revised seats and additional speakers in the headrests. The smaller engine F20C continued in all other markets.
Honda introduced the larger 2.2-litre F22C1 into the Japanese domestic market in 2006, with a power output of 239hp and 221Nm.
They did this by shortening the first five gears and lengthening the sixth. With the introduction of the larger F-series engine, Honda also changed the S2000’s transmission gear ratios. Peak power was the same, however, it was achieved at a lower 7,800rpm. This increased peak torque by six percent to 220Nm, but, as a result, the redline was reduced from 8,900rpm to 8,200rpm. To create the F22C1, Honda lengthened the engine’s stroke by 6.7mm which increased displacement to 2,157cc. Production was moved from Honda’s Takanezawa plant to Suzuka and a larger version of the F20C, the F22C1, was introduced for the North American market. The 2004 Honda S2000 received some significant changes. Type V S2000s were given a special steering wheel and had a VGS badge rear of the car. Honda also reduced the lock-to-lock steering ratio to 1.4 turns from 2.4, and all Type V cars came with revised damper units, stabilisers and limited slip differentials. This was the first system of its kind to be implemented in a car and was designed to improve handling performance. It featured variable gear ratio steering (VGS), a steering system that continuously changes the steering ratio based upon the car’s speed and steering angle. The Type V featured a number of changes and upgrades over the standard S2000. Japanese buyers had the option of purchasing the Type V S2000 for the 2000 model year. Honda managed to achieve a 50:50 weight distribution by mounting the compact and lightweight engine behind the front axle. Engineers fitted the S2000 with independent double wishbone suspension, electrically assisted steering and integrated roll hoops.
#HONDA S2000 CLUTCH IS SHORT MANUAL#
The peppy VTEC engine was mated to a six-speed manual transmission and Torsion limited slip differential. Additionally, Honda’s engineers replaced the beltdriven valvetrain with a long-life chain that was less susceptible to failure. Special fibre-reinforced metal cylinder liners that had previously only been used on the NSX and Prelude were installed to reduce friction, along with molybdenum disulfide-coated piston skirts. Honda achieved this impressive feat because of an 11.7:1 compression ratio, roller rocker valvetrain, variable valve timing and an impressive 1.82:1 rod-to-stoke ratio that let the 2.0-litre engine hit nearly 9,000rpm. In fact, the F-series engine in the S2000 held the crown for the highest specific output of a normally aspirated engine for 10 years, only being dethroned when Ferrari launched the 458. Driven by a 237 – 247hp (depending on the market) 1,997cc inline four cylinder DOHC-VTEC engine, the S2000 was no slouch. The car was given the chassis designation “AP1” and it featured the same front-engine, rear-wheel-drive layout as the SSM concept. It was the undeniable successor to the company’s famed S500, S600, and S800 roadsters, carrying on the tradition of being named after its engine displacement. The S2000 was launched in April 1999 to celebrate the 50 th anniversary of Honda. However, there was one more sports car they wanted to release. The iconic NSX had only hit mid stride and they were having great success with their Type R Civic and Integra sports cars. Honda was on a roll at the end of the nineties. Honda continued to wheel out the SSM for a number of years, hinting at the possibility of a production version.
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