2009 Honda S2000 is a no-frills street machine designed to primarily excel at one thing only -- racing. If you're in the market for a sports roadster that handles just as spectacularly, but is more comfortable for everyday driving, test-drive the Mazda MX-5 Miata.
Introduction
Roadsters tend to be narrowly focused on performance, sacrificing practicality in the name of merriment. Precision handling dynamics are also part of the S2000's DNA, as this high-revving Honda evinces excellent balance during hard cornering with minimal computer intervention. CR stands for "club racer," denoting this model's track-specific tweaks for reduced weight and sharper handling. Second, while its 2.2-liter VTEC four does a credible impression of a racecar engine above 6,000 rpm, there's little power to speak of at lower engine speeds.
Body Styles, Trim Levels, and Options
The 2009 Honda S2000 is a compact two-seat roadster that is available in two versions -- base and CR. The base S2000 includes a power convertible soft top with a glass rear window, 17-inch alloy wheels, xenon headlights, leather upholstery, full power accessories, air-conditioning and a CD player. The CR model is a racetrack-focused variant aimed at die-hard enthusiasts. Other casualties of the CR's diet include sound insulation and the power soft top, the latter being replaced by the removable aluminum hardtop. The CR also receives some unsightly but effective aerodynamic spoilers, dark gray wheels with wider rear tires, even sportier suspension tuning, a quicker steering ratio, a sport-tuned muffler and fabric seats with suede inserts. Add it all up and the topless CR is 99 pounds lighter than the standard S2000 (51 pounds lighter with the hardtop installed). Some of the base model's options are also available on the CR.
Powertrains and Performance
Both variants of the 2009 Honda S2000 are powered by a 2.2-liter VTEC four-cylinder that produces 237 horsepower at a stratospheric 7,800 rpm and 162 pound-feet of torque at 6,800 rpm. A six-speed manual transmission relays this power to the rear wheels. Fuel economy checks in at an EPA-rated 18 mpg city/25 mpg highway and 21 mpg in combined driving.
Safety
The CR model's fabric seats with synthetic suede inserts provide even more support, and the CR boasts a revised shift lever that provides slightly shorter throws and more positive engagement.
Driving Impressions
Performance differences between the standard S2000 and CR model are nearly indistinguishable on public roads.
Naming a sports car an "S2000" was not an auspicious start for Honda's open-top pocket rocket. While I preferred the original car's angular front, Honda's designers nailed the basic shape. Cue the Psycho shower scene violins. My God, is the S2000's cockpit a nasty place to spend your time. I'm not against– nor a stranger to– cheap and cheerful car interiors. The S2000's cabin is small in every conceivable direction. The sound system is particularly lame. Above 5000rpms, well, that's a different story. I suppose the general idea is to hang on until 5850rpms, when the high-lift long duration cams come on song, then cane it to the 8000rpm redline. Two problems. One, the S2000's engine note lacks character, texture or tonality. I reckon only a stone deaf driver could withstand the brutal din coming from the S2000's engine at full chat. Excluding a reverse gear that likes to play hide-and-seek, the Honda S2000 six-speed gearbox offers nothing but quick slick shifts. It corners with minimal body roll, prodigious grip and tremendous feedback. If Honda upgraded the S2000's cabin and sonically tuned the engine, the Nipponese convertible would be an irresistible alternative to its newer, fresher challengers.