The JDM F20C was the most powerful due to its high compression ratio (11.7:1), producing 247hp. This engine produced the highest horsepower per liter (123.5hp/l) of any production naturally-aspirated car engine. The S2000 held this record for 11 years. It wasn’t until 2010, when Ferrari launched the 458 Italia, that the S2000 lost this record. Mind you, the 458 Italia beat the S2000 by only 1 hp/L.
FACTORY FEATURES:
- High “X-bone” frame (AP1 & AP2)
- 6-speed manual transmission (no automatic option) (AP1 & AP2)
- Torsen LSD (AP1 & AP2)
- 4-wheel “in-wheel” double wishbone suspension (AP1 & AP2)
- Integrated roll hoops (AP1 & AP2)
- 50:50 weight distribution (49:51 for AP2)
- Wide track (57.8” front / 59.4” rear) (AP1 & AP2)
- Bridgestone Potenza S02 (AP1)
- 205/55R16 front tires, mounted on 16" x 6.5" wheels
- 225/50R16 rear tires, mounted on 16" x 7.5" wheels
- Standard: electrically powered vinyl top (1999-2001) plastic rear window, 2002-2009 glass rear window)
- Option: aluminum hardtop (2001-2009).
The rigid body and high X-bone frame are major contributors to the S2000’s excellent handling. The X-bone frame gives the S2000 better torsional rigidity than many closed-top sports cars.
The “backbone” of the frame goes through the center of the cockpit, between the driver's and passenger's seat, and is high enough to be the armrest; hence the name “High” X-bone.
The front and rear portions of the central frame and the side sills tie into “X-braces” at the rear of the cockpit and at the front cowl. These X-members connect directly to the front and rear suspension subframes.
Since the frame is so rigid, if it gets damaged, it’s nearly impossible to fix. In fact, when the S2000 was being manufactured, the only way to put the X-bone frame together was by special hotplate machines. Even Honda’s “Takumi” (a group of master craftsmen) could not weld the frame without it twisting.
In addition to the X-bone frame, the engine mount structure has been designed to allow the whole engine to be behind the front axle. This minimizes the effect of lateral movement in the frame. The fact that the entire engine is behind the front axle means that the S2000 is technically a front-mid-engine car.
This helps lower the vehicle's center of gravity and helps to centralize vehicle mass, resulting in a low yaw moment and more responsive vehicle behavior. This is why the S2000 feels light, despite its weight. The compact and lightweight (~148kg, (326lb)) F20C engine, mounted entirely behind the front axle, allows the S2000 to achieve a 50:50 weight distribution and lower rotational inertia.
AP2 2004-2009 -- SUZUKA, MIE, JAPAN
With the AP2, Honda elevated the S2000 to an even higher level by strengthening the performance, enhancing the interior, and giving the exterior a subtly bolder appearance.
The AP2 had the F22C1 engine, which was a NA 2.2L (2157cc) I4, DOHC VTEC engine. The AP2 got a facelift (new front and rear bumper), along with subtly different headlights and taillights. The AP2 also got a retuned suspension with bigger wheels.
The AP2 g
ot a retuned suspension to reduce oversteer. The AP2 was significantly more stable than the AP1 at high speeds and corners.
The springs and anti-roll bars in the AP2 were made softer. The AP1 came with a very hard ride that many people found uncomfortable. This was corrected in the AP2 with softer suspension, better stability, better tires, and traction control (offered later in 2006-onwards).
Interestingly, from 2004-2005, the F22C1 was exclusive to USDM, while the rest of the world had AP2’s with the F20C. Apparently, USDM customers didn’t like the high-revving F20C. The F22C1 had a 8200 rpm redline, as a result of the longer stroke. (Bore x Stroke: 87.0mm x 90.7mm)
In 2006, Honda introduced the F22C1 to Japan as well, while the rest of the world kept the F20C. The F22C1 made slightly less power (~240hp), but slightly more torque (~162lb-ft) (for both USDM and JDM).
Stay tuned for Part 3 – coming soon.
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