If clothes make the man, then the engine definitely makes the car. By Robin Santillan

Only four volume-production roadsters on sale in the U.S. can top the featherweight S2000's power-to-weight ratio: the Chevy Corvette, the Dodge Viper RT/10, the Ferrari F355 spider, and the Plymouth Prowler. Best news of all is the expected price: \$30,000, or 10 to 124 grand less than those esteemed rivals. Please, stop drooling. Only one current naturally aspirated production engine comes close to equaling the S2000's "revability" the 3.6-liter, 8500-rpm-redlined V-8 from the \$170,000 Ferrari 360 Modena.

Honda's small, rev-happy engine creates a wonderfully unique driving experience. The elevated redline forces you to retune your ears to the proper shift point. Since few of us are used to the sound of an engine screaming away at 8900 rpm, we had to watch the tachometer for the first few shifts to avoid short shifting. At engine speeds below 7000 rpm, one can hear and enjoy the burbling exhaust note. At more than 7000 rpm, the mechanical clatter underhood drowns out the exhaust. If it weren't a Honda, we might have thought we were hurting something up under that long, chiseled aluminum hood. In no time, however, we were totally accustomed to the sound an 8900-rpm production engine makes and banged every shift at redline.

Considering the high redline, it's no surprise that you have to rev this thing a lotto keep it moving. This is not a problem since there's zero engine vibration felt in the cabin, the tranny has six gears dedicated to keeping the engine spinning, and the shifter feels oh-so-sports-car perfect. All that revving exacts a penalty in cabin noise, however; wide-open-throttle acceleration is good for 93 dBA, topping even an F355 spider's 89-dBA shriek. As with most high-strung motors, the S2000's engine lacks low-end grunt, so it must be revved madly at launch during acceleration testing. But even with nearly 8000 revs on the tach, our very green (345 miles) test car was unable to break a wheel loose on our grippy test surface, which partly explains our rather lackluster performance: 0 to 60 took us fully 6.8 seconds, and the quarter-mile fell in 15.1 seconds at a more impressive 96 mph. Those numbers are on par with the similarly priced BMW Z3. Wind it out further, however, and the S2000 walks away from the Bimmer, hitting 120 mph some seven seconds quicker. We're sure that a properly broken-in example launched on a drag strip will run 0 to 60 in the mid-five-second range, and we'll test another one soon.

Although it's nice to have a powerful car, true sports-car nuts like a lusty engine because it gets the car to the next corner quicker. Honda didn't skimp on the S2000's handling, either. Its highly rigid frame uses a large-cross-section center tunnel for rigidity and provides a firm foundation for the all-control-arm suspension. (We didn't notice a hint of cowl shake over bumps.)

The chassis tuning is nearly perfect, and the weight distribution rounds to an ideal 50/50. The tires always feel precisely planted. The car communicates a clear picture of what's happening at the contact patch, and as in most Hondas, we could use every last ounce of the 0.90 g of lateral grip with complete confidence. The S2000 takes a definite set in corners, but it never feels stuck in one position. It's always ready to change direction yet tracks arrow straight when asked. The ride is firm but not harsh. The tail stays well planted—almost too well. We could coax it out only by stomping the throttle in midcorner. The lack of rear-end action is perhaps the S2000's only shortcoming; we prefer sports cars whose rear ends help out with the steering. The brakes only enhance the S2000's confidence-inspiring nature. They're strong stops from 70 mph required only 159 feet, the same as in our last Porsche Boxster. Even better, the brake pedal feels firm, and the S2000 doesn't do a nose dive when braking hard.

As icing on the cake, Honda eliminated some traditional sports-car vices. There's plenty of legroom, even for six-footers. There's a dead pedal for your left foot and enough room in the pedal box to allow unhampered footwork. The power softtop lowers in six seconds. There are still a few sports-car vices that will always be a part of the roadster formula. Storage space is at a minimum. There's only a small glove box located inconveniently between the seatbacks, and there are two small door pockets. The trunk holds only five cubic feet of stuff, a bit more than a Miata's. But who cares? You want storage space, get a Honda Odyssey.

The S2000 comes in four colors: white, red, silver, and black. There is no optional equipment, but everything you'll ever want in a roadster is here: a CD player, cruise control, keyless entry, and a digital instrument display that doesn't fade in direct sunlight. If you've even thought about an automatic tranny, forget it—there isn't one available. Honda plans to export only 4000 to 5000 S2000s to the U.S. each year, so if you're a true sports-car aficionado, the line forms here.

• Vehicle type: front-engine, rear-wheel-drive, 2-passenger, 2-door roadster
• Estimated base price: \$30,000
• Major standard accessories: power steering, windows, and locks; A/C; cruise control; tilting steering wheel
• Sound system: Honda AM/FM-stereo radio/CD player, 2 speakers

ENGINE

Type..........4-in-line, aluminum block and head
Bore x stroke..........3.42 x 3.30 in, 87.0 x 84.0mm
Displacement..........122 cu in, 1997cc
Compression ratio..........11.1:1
Engine-control system..........Honda PGM-FI with port fuel injection
Emissions controls..........3-way catalytic converter, feedback air-fuel-ratio control, EGR, auxiliary air pump
Valve gear..........chain- and gear-driven double overhead cams, 4 valves per cylinder, variable intake- and exhaust-valve timing and lift
Power (SAE net)..........240 bhp @ 8300 rpm
Torque (SAE net)..........153 lb-ft @ 7500 rpm
Redline..........8900 rpm

DRIVETRAIN

Transmission..........6-speed manual
Final-drive ratio..........4.10:1, limited slip
Transfer-gear ratio..........1.16:1
Gear..........Ratio..........Mph/1000 rpm..........Max. test speed
I..........3.13..........4.8..........43 mph (8900 rpm)
II..........2.05..........7.3..........65 mph (8900 rpm)
III..........1.48..........10.1..........90 mph (8900 rpm)
IV..........1.16..........12.9..........115 mph (8900 rpm)
V..........0.97..........15.5..........138 mph (8900 rpm)
VI..........0.81..........18.5..........146 mph (7900 rpm)

DIMENSIONS AND CAPACITIES

Wheelbase..........94.5 in
Track, F/R..........57.8/59.4 in
Length..........162.2 in
Width..........68.9 in
Height..........50.6 in
Ground clearance..........5.2 in
Curb weight..........2780 lb
Weight distribution, F/R..........49.6/50.4%
Fuel capacity..........13.2 gal
Oil capacity..........4.9 qt
Water capacity..........8.0 qt

CHASSIS/BODY

Type..........unit construction
Body material..........welded steel stampings and aluminum stampings

INTERIOR

SAE volume, front seat..........45 cu ft
luggage space..........5 cu ft
Front seats..........bucket
Restraint systems, front..........manual 3-point belts, driver and passenger front airbags
General comfort..........EXCELLENT
Fore-and-aft support..........EXCELLENT
Lateral support..........EXCELLENT

SUSPENSION

F:..........ind, unequal-length control arms, coil springs, anti-roll bar
R:..........ind, unequal-length control arms with a toe-control link, coil springs, anti-roll bar

STEERING

Type..........rack-and-pinion, power-assisted
Turns lock-to-lock..........2.4
Turning circle curb-to-curb..........35.4 ft

BRAKES

F:..........11.8 x 0.8-in vented disc
R:..........11.1 x 0.4-in disc
Power assist..........vacuum with anti-lock control

WHEELS AND TIRES

Wheel size..........F: 6.5 x 16 in; R: 7.5 x 16 in
Wheel type..........cast aluminum
Tires..........Bridgestone Potenza S-02; F: 205/55VR-16, R: 225/50VR-16
Test inflation pressures, F/R..........44/44 psi

XoticCars TEST RESULTS

ACCELERATION..........Seconds

Zero to 30 mph..........2.4
40 mph..........3.5
50 mph..........5.4
60 mph..........6.8
70 mph..........8.9
80 mph..........10.9
90 mph..........13.4
100 mph..........16.4
110 mph..........19.8
120 mph..........25.4
130 mph..........32.7
Street start, 5-60 mph..........7.3
Top-gear acceleration, 30-50 mph..........10.3
50-70 mph..........10.2
Standing 1/4-mile..........15.1 sec @ 96 mph
Top speed (drag limited)..........146 mph

BRAKING

70-0 mph @ impending lockup..........159 ft
Fade..........LIGHT

HANDLING

Roadholding, 300-ft-dia skidpad..........0.90 g
Understeer..........MINIMAL

ESTIMATED FUEL ECONOMY

EPA city driving..........23 mpg
EPA highway driving..........26 mpg

INTERIOR SOUND LEVEL

Idle..........47 dBA
Full-throttle acceleration..........93 dBA
70-mph cruising..........75 dBA
70-mph coasting..........75 dBA

SEND ME YOUR FEEDBACK