Chassis Code Explained
| Segment | Meaning | Detail |
|---|---|---|
| A | Model prefix | Anniversary/sports platform (launched for Honda's 50th anniversary) |
| P | Body type | P-designation — open roadster body |
| 1 | Generation | First variant (2.0L F20C, 9,000 rpm redline; 1999–2003) |
AP1 used the 2.0L F20C which peaked at 250 PS JDM-spec and 9,000 rpm redline. The AP2 (2004–2009) switched to the 2.2L F22C with a lower redline and broader torque curve.
Key Takeaways
- Japanese debut April 1999: "Max. Output: 250PS/8,300rpm, Max. rpm: 9,000rpm"
- "The world's highest performance engine among 2.0L 4-cylinder normally aspirated engines at that time"
- "An ideal 50:50 front/rear body weight distribution", with "most of its 1260kg mass centred within the wheelbase"
- Japan's type V of July 2000 introduced "a variable gear ratio steering (VGS) system, the first in automotive history"
- The Japanese engine ran "a higher compression ratio (11.7:1 compared with 11.0:1)" than the UK car and "gave 10bhp more"
- Oil consumption is normal and must be monitored: "maybe a litre every 800 to 1000 miles"
Technical Specifications
Engine Options
| Chassis | Engine | Displacement | Power — JDM | Notes |
|---|---|---|---|---|
| AP1 (JDM) | F20C | 2.0L | 250PS @ 8,300rpm | JDM rating; 11.7:1 comp; 9,000rpm redline |
| AP1 (JDM) | F20C | 2.0L | 250PS @ 8,300rpm; 218Nm @ 7,500rpm | DOHC VTEC; FR layout; aluminum block/head |
| AP1 (North America, 2000-2003) | F20C1 | 2.0L | 240hp @ 8,300rpm; 153lb-ft @ 7,500rpm | US spec; 11.0:1 comp; 8,900rpm fuel cut |
| AP1 (Europe/UK) | F20C | 2.0L | 240PS @ 8,300rpm; 208Nm @ 7,500rpm | ECE rating; 11.0:1 comp; 9,000rpm tach |
Livability
- Headroom
- 37.0"
- Top up is tight with helmet; seat lowers limited
- Rear Seats
- None
- Strict 2-seater; no extra passenger capacity
- Cargo
- 5.0 cu ft
- Small trunk; weekend bags only; top down reduces use
Early builds of this chassis became eligible for US import under the 25-year rule in 2024; later production years become eligible through 2028. Calculate import costs →
Variants & Trims
| Generation | Trim | Engine | Key Features |
|---|---|---|---|
| AP1 (JDM) | S2000 (base) | F20C 2.0L NA | LSD, 6MT, 9,000rpm cluster, 16in wheels |
| AP1 (JDM) | S2000 Type V | F20C 2.0L NA | VGS variable steering, LSD, 6MT, 16in wheels |
| AP1 (JDM) | S2000 Type S | F20C 2.0L NA | Sport suspension, aero pieces, LSD, 6MT |
| AP1 (JDM) | S2000 Type S (VGS) | F20C 2.0L NA | Type S kit, VGS, sport suspension, LSD |
| AP1 (JDM) | S2000 Type S (200) | F20C 2.0L NA | Limited run, Type S content, special trim |
| AP1 (JDM) | S2000 Type S (Ultimate Edition) | F20C 2.0L NA | Final JDM, special interior, aero, 6MT, LSD |
| AP1 (Europe/UK) | S2000 | F20C 2.0L NA | LSD, 6MT, 17in wheels (most markets), ABS |
| AP1 (Europe/UK) | S2000 GT | F20C 2.0L NA | Leather, A/C, cruise (market), premium audio |
| AP1 (North America) | S2000 | F20C 2.0L NA | LSD, 6MT, 16in wheels (early), ABS, soft top |
Should You Buy a Honda S2000 AP1?
Why You'll Love It
- A genuinely record-setting engine Honda's own history records "Max. Output: 250PS/8,300rpm, Max. rpm: 9,000rpm, Max. Torque: 22.2kgm/7,500rpm. World's highest performance engine among 2.0L 4-cylinder normally aspirated engines at that time)".
- Sports car layout done properly It debuted "as a genuine open FR sports car" with "an ideal 50:50 front/rear body weight distribution"; the motor sits "way back in the nose", leaving "most of its 1260kg mass centred within the wheelbase".
- The Japan-only type V and its steering "The type V will be equipped with a variable gear ratio steering (VGS) system, the first in automotive history", and "the lock-to- lock ratio* is almost halved to 1.4 turns for better maneuverability in the low speed ranges".
- The type V was a real chassis variant It had a "specially developed chassis (including damper units, stabilizer and limited slip differential exclusively designed for the model)".
- A durable gearbox On the transmission: "No real problems here" — "the synchromesh lasts well", helped because "the short gearlever means that leverage is low, which reduces loads on the selectors if the driver is ham-fisted".
Why You Might Not
- It uses oil, and neglect is expensive "Maybe a litre every 800 to 1000 miles. Honda says it should be checked every week, but people don't and knocks develop as the bearing shells break up. So beware of untoward noises."
- Front lower arms wear first A specialist reports changing "one front lower arm a month on average", and "that's usually the suspension part that wears first".
- Thin underseal "To keep the weight down Honda didn't use much" underseal, "so check the underside to make sure it's clean and rust-free".
- The hood leaks "Also check the carpets for dampness, because the hood often leaks near the screen pillars."
- Fragile interior trim clips "The interior is very plasticky, and the clips for the trim are really only good for fitting once."
Who Should NOT Buy This
- Buyers who will not check oil weekly — "Honda says it should be checked every week, but people don't and knocks develop as the bearing shells break up"
- Buyers who would ignore engine noises: "beware of untoward noises"
- Buyers who will not look underneath, since "to keep the weight down Honda didn't use much" underseal
- Taller or shorter drivers who have not sat in one — "even shorter drivers might find the seat too high-set"
- Buyers who want a fixed roof without checking the extras: "if there's a hard-top, check it comes with its cover and stand"
Common Issues & Solutions
| Issue | Cause | Solution | Est. Cost |
|---|---|---|---|
| Oil consumption leading to bearing damage | "They all burn a lot of oil," at "maybe a litre every 800 to 1000 miles", and when owners do not top up, "knocks develop as the bearing shells break up". | Check the level on viewing, ask how often the seller checks it, and listen carefully from cold. | Get a written estimate for a bottom-end inspection if you hear a knock. |
| Worn front lower arms | A specialist changes "one front lower arm a month on average", and "it's at about 80,000 miles that clonks and knocks might start to appear". | Listen for clonks over bumps and at low speed, then have the geometry checked — "it's important to check the suspension geometry annually". | Get a written estimate for lower arms plus an alignment. |
| Corrosion from thin factory underseal | "To keep the weight down Honda didn't use much" underseal. | "Check the underside to make sure it's clean and rust-free. A careful owner will Waxoyl under there regularly." Note "the bonnet is aluminium". | Underbody protection is cheap compared with repair. |
| Damp carpets from a leaking hood | "The hood often leaks near the screen pillars." | Lift the carpets and check for damp before buying. | Budget hood seals, and check for corrosion where water has collected. |
| Broken interior trim fixings | "If there's an aftermarket radio, chances are the clip fixings around the air vents were broken when the radio was fitted. It's not the clips themselves that break, but the plastic parts they fit into." | "Check the radio flap doesn't come off in your hand, too." | Cosmetic, but the parts they fit into are the expensive half. |
| Seized handbrake cables | "The brakes give no problems except that the handbrake cables must be kept lubricated." | Test the handbrake and ask when the cables were last serviced. | Minor, if caught. |
Differences between JDM & USDM
The early S2000 is close to identical worldwide in layout and very close in output, with one documented difference. Honda's Japanese record gives the April 1999 debut car "Max. Output: 250PS/8,300rpm, Max. rpm: 9,000rpm, Max. Torque: 22.2kgm/7,500rpm", calling it "the world's highest performance engine among 2.0L 4-cylinder normally aspirated engines at that time". evo reports the UK car at "237bhp at 8300rpm from 1997cc" and notes that in Japan the same engine "ran with a higher compression ratio (11.7:1 compared with 11.0:1) it gave 10bhp more for a world-beating specific output of 124bhp per litre". Japan also received a version no other market did: from 14 July 2000, "the type V will be equipped with a variable gear ratio steering (VGS) system, the first in automotive history", with "the lock-to- lock ratio* is almost halved to 1.4 turns" and a "specially developed chassis (including damper units, stabilizer and limited slip differential exclusively designed for the model)". For a US buyer, a domestic-market car of this era is readily available; a type V is not, and importing one runs on 49 CFR 591.5's condition that "the vehicle is 25 or more years old".
Pre-Purchase Inspection Checklist
Critical Priority
High Priority
Medium Priority
Generation History
AP1 (F20C) (1999-2003 (US: 2000-2003))
- F20C 2.0L; 240 hp US, 9,000 rpm
- Cable throttle; rawer, peaky powerband
- Early rear geometry; snap-oversteer stigma
- Glass rear window added after early cars
- Most collectible: unmodified, low-mile examples
Sales Numbers by Year
| Year | Exports | Domestic | Notes |
|---|---|---|---|
| 1999 | 4,911 | 7,209 | Launch year (April 1999 JDM); partial-year US production began for MY2000 |
| 2000 | 11,164 | 3,422 | |
| 2001 | 12,280 | 1,913 | Optional aluminum hardtop introduced |
| 2002 | 12,557 | 1,471 | Glass rear window replaced plastic; minor suspension revisions |
| 2003 | 10,221 | 961 | |
| 2010 | 126 | — | Leftover MY2009 inventory at dealer lots |
| 2011 | 5 | — | Final residual dealer-lot sales |
Market Data
Production Numbers & Rarity
| Generation | Years | Total Built | Notes |
|---|---|---|---|
| AP1 | 1999-2003 | estimated ~55,000 | Estimate; global split varies by market/year |
| All (AP1+AP2) | 1999-2009 | ~110,673 | Commonly cited global total; verify by region logs |
Comparable Alternatives
Mazda MX-5 NB
Similar analog roadster feel; cheaper entry, less power
Nissan 350Z Z33
FR 6MT sports car; more torque and practicality
Porsche Boxster 986
MR balance and premium feel; higher upkeep but great drive
BMW Z4 E85 3.0i
FR roadster with strong torque; more comfort, more costs
Lotus Elise S2
Lightweight purity and track focus; rarer, harsher, pricier
The Buyer's Read
The early S2000 is a car built around one engine and one layout. Honda's own history gives the April 1999 Japanese debut "Max. Output: 250PS/8,300rpm, Max. rpm: 9,000rpm, Max. Torque: 22.2kgm/7,500rpm. World's highest performance engine among 2.0L 4-cylinder normally aspirated engines at that time)", in a car described as "a genuine open FR sports car" with "an ideal 50:50 front/rear body weight distribution". The design traces back to a show car: it "is based on the SSM (Sports Study Model), one of the most talked-about display cars at the 1995 Tokyo Motor Show".
Japan got one thing nobody else did. From 14 July 2000, "the type V will be equipped with a variable gear ratio steering (VGS) system, the first in automotive history", where "the lock-to- lock ratio* is almost halved to 1.4 turns for better maneuverability in the low speed ranges", backed by a "specially developed chassis (including damper units, stabilizer and limited slip differential exclusively designed for the model)".
Now the ownership reality, because it decides which car to buy. A marque specialist quoted by evo is blunt: "they all burn a lot of oil," at "maybe a litre every 800 to 1000 miles. Honda says it should be checked every week, but people don't and knocks develop as the bearing shells break up. So beware of untoward noises." That single habit separates a good car from an expensive one. The gearbox, by contrast, is fine — "the synchromesh lasts well", and "the short gearlever means that leverage is low, which reduces loads on the selectors".
The rest is chassis and weather. The front lower arm is "usually the suspension part that wears first", and "it's at about 80,000 miles that clonks and knocks might start to appear"; "it's important to check the suspension geometry annually". Underneath, "to keep the weight down Honda didn't use much" underseal, "so check the underside to make sure it's clean and rust-free". Inside, "check the carpets for dampness, because the hood often leaks near the screen pillars", and treat the trim gently — "the clips for the trim are really only good for fitting once". Finally, sit in it properly before you buy: "even shorter drivers might find the seat too high-set".
Frequently Asked Questions
- When did the S2000 launch, and with what?
- Japan's debut was April 1999, with a "2.0L 4-cylinder Normal Aspiration DOHC VTEC engine" rated "Max. Output: 250PS/8,300rpm, Max. rpm: 9,000rpm, Max. Torque: 22.2kgm/7,500rpm".
- Where did the design come from?
- "The S2000 is the result of extensive, long-term development and is based on the SSM (Sports Study Model), one of the most talked-about display cars at the 1995 Tokyo Motor Show."
- What is the type V?
- A Japan-only version launched in July 2000: "the type V will be equipped with a variable gear ratio steering (VGS) system, the first in automotive history", going on sale "throughout Japan through Honda's Verno dealership network from July 14, 2000".
- Is the Japanese car different from the European one?
- Yes. evo reports UK cars at "237bhp at 8300rpm from 1997cc", while in Japan the same engine "ran with a higher compression ratio (11.7:1 compared with 11.0:1) it gave 10bhp more for a world-beating specific output of 124bhp per litre".
- Should oil consumption worry me?
- Not by itself — "they all burn a lot of oil", at "maybe a litre every 800 to 1000 miles". What matters is whether the owner kept up with it, because "knocks develop as the bearing shells break up" when they do not.
- How high does it rev?
- Honda quotes a "Max. rpm: 9,000rpm"; evo records the road car's "Red line? 8800rpm. Rev limiter? 9000rpm."
Sources & References
Sources (10)
- Honda S2000 — encyclopedic overview — Wikipedia Verified
- Bring a Trailer auction results: Honda S2000 — Bring a Trailer Verified
- Classic.com market data: Honda S2000 — Classic.com Verified
- Hagerty Valuation Tools — Honda S2000 — Hagerty Verified
- 2006 Honda S2000 review — Edmunds Verified
- Honda S2000 Buyer's Guide — Road & Track Verified
- Honda S2000 — Everything You Need To Know Before Buying One Used — Carscoops Verified
- Buying a Honda S2000 — buyer's guide — Garage Dreams Verified
- S2000 owners community and tech resource — s2000.club Verified
- Why You Should Buy a Honda S2000 — Speedhunters Access blocked
Sources last verified: