Little Honda
So, I got the car back last week. Tameron Honda of Hoover did a fine job, again, restoring the rear of my auto. Recently, in reviewing my rants regarding my rear-end-repairs requiring rentals, I realized I never reviewed my own ride. So, here goes.
Honda introduced the S2000 in late 1999, quickly catching the attention of the sport motoring community. Producing 240hp from a mere 2.0L 4-cylinder engine without the use of turbos or superchargers or trunk loads of cash, and with a teenie-tiny curb weight, it caught the attention of Car & Driver who rated it a 10 Best in 2000, 2001, 2002, and 2004. It also caught the attention of a guy who bought a 2000 Honda Civic EX in the summer of 2000. That guy? ME.
Back in September, I finally acquired one 2005 “Sebring Silver” Certified Pre-Owned Honda S2000. Now, when I say pre-owned, be not fooled: it had only 140 miles on it at delivery. After six months of ownership, my impressions are scarcely different than that afternoon I rolled it off the lot. The 2005 model benefits from the slightly enlarged 2.2L in-line 4 cylinder engine, which produces the same horsepower as the 2000-03 models, but with a bit more torque and a slightly lower redline of a “mere” 8000RPM. The set up is front-engine, rear wheel drive, an extremely short-throw 6 speed manual (only available transmission), limited slip differential, with independent suspension at all four corners. The 17” rims sport low profile tires with a bit more width on the rear. The unit body frame is strong, light, and rigid. At a curb weight of less than 2900 pounds, there’s not a lot of pork to haul around. You can still fit a set of golf clubs in the trunk, two reasonably sized adults up front, and a couple of odds and ends in the console mounted glove box. Pack light. Bring sunglasses and 45spf.
The cloth top drops in 6 seconds via a single switch. A simple bright red button on the driver’s left hand side serves as the ignition. The leather covered seats are firm but comfortable and supportive. The door sills rise high about the shoulders of most passengers, even those long in the torso like this reviewer. Leg room is surprising given the go-kart-like posture required by the low slung chassis. The stereo, arguably the weak point of the package, is a four speaker (read: a set of component speakers in each door) AM/FM/XM ready single CD system, neatly hidden behind a silver door and accented by remote dash mounted controls. The cabin is otherwise Spartan, but the controls are all conveniently placed such that one rarely needs to lift a hand from the three-spoke leather wrapped steering wheel except to shift and wave. Even so, the release controls for the trunk and fuel door are concealed better than the clues in the Da Vinci Code. Fortunately, despite the single-minded sport packaging of this wolf in the Honda sheep ranch, there is no sacrifice in fuel economy. This tester regularly experiences 24mpg in the city and as high as 28mpg on the highway, ever so slightly less if the A/C is needed. High octane petrol is required.
Great, but how’s it feel? The suspension has been tuned a touch softer in the 2005 model, but in the balance between daily driver comfort and racetrack stiff, the track wins. Thou shalt not fly over the speed bumps. The payoff of this stiffness is a tenacious grip on the pavement through the squiggly bits of urban canyon. The tough-love of the suspension is aided by the almost fanatically equal distribution of weight to the four corners thanks to a light aluminum hood and a lightweight engine nestled far back beneath it. Understeer is virtually unheard of, oversteer is available on demand above 5000rpm. The 2006 remedies this with traction control, although some of us don’t see the “oversteer” as a fault to be corrected any more than we’d say Cindy Crawford’s beauty mark is a blemish to be surgically removed. Straight line acceleration is brisk and visceral, at least once the tachometer makes its initial journey past four or five thousand RPM. Once the digital graphic tachometer registers 6000, the tone of the throaty little four banger shifts from the sound of persistent aggression to a pissed off surgical shriek for the very brief period of time it takes to reach redline, where the rev limiters kick in at just past 8000 spins. Assuming one does so artfully from a standstill, one may achieve 60 miles per hour with the passage of 2 shifts and 5.5 seconds: that’s less time than it took to drop the rag top. The quarter mile will pass after 14 seconds. Top speed, I’m told, is 150mph, rev limited. I assure you, I do not know this first hand. The shifts are short and satisfying, thanks to a clock-work 6 speed with highly precise synchros. Four wheel discs make short work of shedding the speed the S is so anxious to accumulate. Theoretically, if you paved a football field and started the S2000 from one goal line, if you could mysteriously hit 70mph at midfield (which you can’t), if you then hit the brakes and held them to a stop, you’d just barely break the plane at the opposite goal line. But, perhaps most importantly, it never feels like the car resents anything asked of it. If anything, it always feels as if the car is reminding the driver that there is a little something left at the top of the tach, you know, if you were so inclined. Sounds and feedback through the controls are communicative but never belligerent. That being said, there is plenty of sound to go around. With the top up at interstate speed, the cabin is a bit noisy. This is in no small part due to the 4000RPM necessary to achieve 75MPH in 6th gear. Add a soft top and wide tires, and yes, there’s gonna be a bit of noise. Is it worth it? Absolutely. My proof? Um, well, the rear tires only have 17K miles on them and I’m already shopping for new ones. Capiche?
Now, if you’ve read this far into a blog of some guy yammering on about his car, there should be some reward, preferably of the self-deprecating variety. So, this week, I’m on spring break. The sun is shining, birds are chirping, and the wife is at work during the days, which leaves me free to do fun things like read constitutional law theory, do the taxes, and find excuses to put the top down and go “run errands.” Such I was doing on Saturday. I got a fresh tank of gas, pushed the button to reset the trip-meter, donned my silver sunglasses (they match the car), and took off down Dauphin Street, speed limit: 45. OK, all’s well, right? A few blocks down Dauphin, I take a quick glance at my speedometer’s digital readout: 71!!! HOW! How did I manage to go blazing 30+ miles per hour over the speed limit without noticing? About that time I realized, instead of pushing the trip-meter button at the gas station, I’d pressed the mph/Kph button. I was blazing along at 71 kilometers per hour. O, Canada, what a relief that was. What does 71 kilometers per hour convert to in miles per hour, you might ask? 44.11735464. Yep. That’s right. Even when I’m behaving badly, I’m still legal. Disgusting.
Honda introduced the S2000 in late 1999, quickly catching the attention of the sport motoring community. Producing 240hp from a mere 2.0L 4-cylinder engine without the use of turbos or superchargers or trunk loads of cash, and with a teenie-tiny curb weight, it caught the attention of Car & Driver who rated it a 10 Best in 2000, 2001, 2002, and 2004. It also caught the attention of a guy who bought a 2000 Honda Civic EX in the summer of 2000. That guy? ME.
Back in September, I finally acquired one 2005 “Sebring Silver” Certified Pre-Owned Honda S2000. Now, when I say pre-owned, be not fooled: it had only 140 miles on it at delivery. After six months of ownership, my impressions are scarcely different than that afternoon I rolled it off the lot. The 2005 model benefits from the slightly enlarged 2.2L in-line 4 cylinder engine, which produces the same horsepower as the 2000-03 models, but with a bit more torque and a slightly lower redline of a “mere” 8000RPM. The set up is front-engine, rear wheel drive, an extremely short-throw 6 speed manual (only available transmission), limited slip differential, with independent suspension at all four corners. The 17” rims sport low profile tires with a bit more width on the rear. The unit body frame is strong, light, and rigid. At a curb weight of less than 2900 pounds, there’s not a lot of pork to haul around. You can still fit a set of golf clubs in the trunk, two reasonably sized adults up front, and a couple of odds and ends in the console mounted glove box. Pack light. Bring sunglasses and 45spf.
The cloth top drops in 6 seconds via a single switch. A simple bright red button on the driver’s left hand side serves as the ignition. The leather covered seats are firm but comfortable and supportive. The door sills rise high about the shoulders of most passengers, even those long in the torso like this reviewer. Leg room is surprising given the go-kart-like posture required by the low slung chassis. The stereo, arguably the weak point of the package, is a four speaker (read: a set of component speakers in each door) AM/FM/XM ready single CD system, neatly hidden behind a silver door and accented by remote dash mounted controls. The cabin is otherwise Spartan, but the controls are all conveniently placed such that one rarely needs to lift a hand from the three-spoke leather wrapped steering wheel except to shift and wave. Even so, the release controls for the trunk and fuel door are concealed better than the clues in the Da Vinci Code. Fortunately, despite the single-minded sport packaging of this wolf in the Honda sheep ranch, there is no sacrifice in fuel economy. This tester regularly experiences 24mpg in the city and as high as 28mpg on the highway, ever so slightly less if the A/C is needed. High octane petrol is required.
Great, but how’s it feel? The suspension has been tuned a touch softer in the 2005 model, but in the balance between daily driver comfort and racetrack stiff, the track wins. Thou shalt not fly over the speed bumps. The payoff of this stiffness is a tenacious grip on the pavement through the squiggly bits of urban canyon. The tough-love of the suspension is aided by the almost fanatically equal distribution of weight to the four corners thanks to a light aluminum hood and a lightweight engine nestled far back beneath it. Understeer is virtually unheard of, oversteer is available on demand above 5000rpm. The 2006 remedies this with traction control, although some of us don’t see the “oversteer” as a fault to be corrected any more than we’d say Cindy Crawford’s beauty mark is a blemish to be surgically removed. Straight line acceleration is brisk and visceral, at least once the tachometer makes its initial journey past four or five thousand RPM. Once the digital graphic tachometer registers 6000, the tone of the throaty little four banger shifts from the sound of persistent aggression to a pissed off surgical shriek for the very brief period of time it takes to reach redline, where the rev limiters kick in at just past 8000 spins. Assuming one does so artfully from a standstill, one may achieve 60 miles per hour with the passage of 2 shifts and 5.5 seconds: that’s less time than it took to drop the rag top. The quarter mile will pass after 14 seconds. Top speed, I’m told, is 150mph, rev limited. I assure you, I do not know this first hand. The shifts are short and satisfying, thanks to a clock-work 6 speed with highly precise synchros. Four wheel discs make short work of shedding the speed the S is so anxious to accumulate. Theoretically, if you paved a football field and started the S2000 from one goal line, if you could mysteriously hit 70mph at midfield (which you can’t), if you then hit the brakes and held them to a stop, you’d just barely break the plane at the opposite goal line. But, perhaps most importantly, it never feels like the car resents anything asked of it. If anything, it always feels as if the car is reminding the driver that there is a little something left at the top of the tach, you know, if you were so inclined. Sounds and feedback through the controls are communicative but never belligerent. That being said, there is plenty of sound to go around. With the top up at interstate speed, the cabin is a bit noisy. This is in no small part due to the 4000RPM necessary to achieve 75MPH in 6th gear. Add a soft top and wide tires, and yes, there’s gonna be a bit of noise. Is it worth it? Absolutely. My proof? Um, well, the rear tires only have 17K miles on them and I’m already shopping for new ones. Capiche?
Now, if you’ve read this far into a blog of some guy yammering on about his car, there should be some reward, preferably of the self-deprecating variety. So, this week, I’m on spring break. The sun is shining, birds are chirping, and the wife is at work during the days, which leaves me free to do fun things like read constitutional law theory, do the taxes, and find excuses to put the top down and go “run errands.” Such I was doing on Saturday. I got a fresh tank of gas, pushed the button to reset the trip-meter, donned my silver sunglasses (they match the car), and took off down Dauphin Street, speed limit: 45. OK, all’s well, right? A few blocks down Dauphin, I take a quick glance at my speedometer’s digital readout: 71!!! HOW! How did I manage to go blazing 30+ miles per hour over the speed limit without noticing? About that time I realized, instead of pushing the trip-meter button at the gas station, I’d pressed the mph/Kph button. I was blazing along at 71 kilometers per hour. O, Canada, what a relief that was. What does 71 kilometers per hour convert to in miles per hour, you might ask? 44.11735464. Yep. That’s right. Even when I’m behaving badly, I’m still legal. Disgusting.
posted by graysandpeas | 11:22 AM
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