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Revised S2000 raises the bar. Image by Shane O' Donoghue.

Revised S2000 raises the bar
The delivery of a two-seater sportscar with 240 bhp driving through the rear wheels has got to be a good way to start the day...

   



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The notorious David Brent once said, "Some days you're the pigeon, and some days you're the statue". The delivery of a two-seater sportscar with 240 bhp driving through the rear wheels has got to be a good way to start the day as a pigeon, but our previous encounter with the Honda S2000 left us wanting more. Honda accepted that improvements could be made, hence the arrival of the significantly updated car tested here.

First things first: the styling. Facelifts often mean a different colour rear light lens or some new paint options. Few facelifts considerably improve the appearance of a car in the way Honda has achieved with the new S2000. The sum total of new parts is relatively few: new bumpers, lights, exhaust pipes and wheels, allied to lower suspension. The effect is dramatic. The low stance is complemented by beautiful 5-cum-10 spoke 17-inch alloy wheels, shod with meaty (215/45 front, 245/40 rear) rubber. The long, but polite nose has been transformed into an aggressive snout by the sharper and deeper front bumper, aided and abetted by the subtly altered headlights. The rear of the S2000 didn't need a lot of work, and Honda was restrained. The lights have been restyled and the bumper is deeper with beefier twin exhaust pipes. The original S2000 was a pretty desirable sportscar, which we compared to Cameron Diaz after a little muscle toning. The new model conjures up images of Ms. Diaz in sharp stilettos and holding a samurai sword.

With that image in mind, it is a good time to sit into the slim leather seats. The seats are supportive and comfortable, though a little narrow for a person of larger proportions. The cabin has been criticised as being cramped, but we like the feeling of being ensconced in the car. Only minor changes have been made to the interior of the new S2000. The clock has an extra read-out in the dashboard, and the stereo compartment is now in silver (it was black). The compact instrument cluster remains, complete with racecar-like rev counter and digital speedometer. You either like this layout or you don't. It dawned on me, on re-acquaintance with the S2000, that the designer was obsessed with symmetry; the heater controls even mimic the stereo controls. This layout is reminiscent of the McLaren F1.

Keeping with the motorsport theme, the glorious 2.0-litre VTEC-equipped engine remains untouched in the updated S2000, which is no bad thing. The US market now receives a 2.2-litre version, but in truth there is not much wrong with the 2.0-litre four-cylinder unit. Some buyers will prefer the silky smoothness of a BMW straight six; others will never fully unleash the S2000's potential as it takes focus to keep it on the boil. Saying that, even before the high lift camshaft is engaged, the S2000 has plenty of low-down torque. It sounds wonderful too. To immerse yourself fully in the BTCC racer wail, we suggest driving with the hood down and just the passenger's window raised (the car is not very refined with the roof up anyway); the VTEC changeover point can be quite vividly heard. Be warned though: this is an addictive pastime...

The sound of the engine though is merely an accompaniment to the main course that is the S2000's chassis. This is where the new car blows its predecessor into the distant past, and sits proudly next to cars of such ability as the Lotus Elise and Porsche Boxster. We commented that the original S2000 felt as if it was developed on a glass-smooth track, and that over the limit driving was probably best kept to the track. The new car is a revelation. You can wander up to and over the limit of grip in the dry with ease.

When the rear breaks free it is incredibly progressive, and sitting over the rear axle you feel ever mm of movement. Allied with the superb quick steering it is easy to catch the rear with quick dabs of opposite lock. Push even further and the car can be pretty much steered on the throttle. This does not just apply to smooth tarmac, as it did with the original. The S2000 is now fantastic at soaking up bumps and undulations mid corner without going offline. One incredibly bumpy road we use to test cars on was soaked up by the S2000. Yes, the ride is stiff, but not at all crashy. You will generally hear more of the bumps than you feel.

Understeer is rare unless you are a complete clot with your entry speed, and the rear end is completely dependable. The large tyres aid grip, but if you push through the comfort zone they afford you will find a wonderfully adjustable and responsive chassis. Even on the public road it becomes natural to exit tight corners with a little rear-end slip. The experience is exhilarating. Though still ultimately a capable chassis, in the wet it is difficult not to slide the rear of the car with application of the throttle, even at modest speeds. It is surprising that traction control is not even an option on this car. Enthusiasts may not approve, but if they truly are purists they should note the super-fast electric hood, which must add some weight. We think the S2000 should have switchable traction control, with 'off' being the default setting!

Thankfully, the rest of the S2000's mechanicals are up to the job of hard driving. The brakes are fantastic, resisting fade at all times in our hands; the ABS is not at all intrusive either. The six-speed gearbox has one of the sweetest change actions available, though the vertical spacing of the brake and throttle pedal are not ideal for the heel-and-toe action you will no doubt want to get involved in. We were glad to note that there was no harshness in the driveline as we found in the 2003 test car.

In general, the Honda is refined, though it is no limousine, as you'd hope. In practical terms, the S2000 manages, without setting standards. The boot is an odd shape, but would easily swallow luggage for two people (so long as they do not have large, hard suitcases). The controls are pleasant to use, and the heater is ferocious enough for you to have the roof down all year around. The only real disadvantage of the roof we found was reversing in the dark, in particular if it is raining. Visibility is zero. Then again, not many convertibles excel at that trick.

So the Honda S2000 has moved on significantly. The looks are beefed up; the chassis is amongst the best on the market. Honda crucially has not meddled with the fundamentals of the car. The S2000 is now, more than ever, a mainstream sportscar that will thrill the senses of all drivers, and should also stand up to scrutiny from the most demanding enthusiast. In fact, the Honda S2000 has moved the game on so much in terms of driver appeal that its rivals look like they are standing still; like statues if you like.

Shane O' Donoghue - 15 Jun 2004



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2004 Honda S2000 specifications: (2.0 VTEC Roadster manual)
Price: £26,513 on-the-road.
0-62mph: 6.2 seconds
Top speed: 150mph
Combined economy: 28.5mpg
Emissions: 237g/km
Kerb weight: 1271kg

2004 Honda S2000. Image by Shane O' Donoghue.2004 Honda S2000. Image by Shane O' Donoghue.2004 Honda S2000. Image by Shane O' Donoghue.2004 Honda S2000. Image by Shane O' Donoghue.2004 Honda S2000. Image by Shane O' Donoghue.

2004 Honda S2000. Image by Shane O' Donoghue.2004 Honda S2000. Image by Shane O' Donoghue.2004 Honda S2000. Image by Shane O' Donoghue.2004 Honda S2000. Image by Shane O' Donoghue.2004 Honda S2000. Image by Shane O' Donoghue.



2004 Honda S2000. Image by Shane O' Donoghue.
 

2004 Honda S2000. Image by Shane O' Donoghue.
 

2004 Honda S2000. Image by Shane O' Donoghue.
 

2004 Honda S2000. Image by Shane O' Donoghue.
 

2004 Honda S2000. Image by Shane O' Donoghue.
 

2004 Honda S2000. Image by Shane O' Donoghue.
 

2004 Honda S2000. Image by Shane O' Donoghue.
 

2004 Honda S2000. Image by Shane O' Donoghue.
 

2004 Honda S2000. Image by Shane O' Donoghue.
 






 

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