Honda S2000 AP1
Weaknesses, engine ratings and buying advice
The Honda S2000 AP1 (1999–2003) is the purest driver's car Honda ever built — F20C, 2.0L VTEC, 177 kW/240 PS NA revving to 9,000 rpm. No ABS (early models), no ESP, 50:50 weight distribution, RWD. Driving in its most honest form.
THE AP1 topic: Valve Retainer Cracking (Severity 5) — retainers can crack at sustained high RPM above 8,500. Honda released revised retainers (14765-PRB-A01). Preventive replacement recommended on ALL AP1 ($550–3,300). Second topic: Snap Oversteer — AP1 rear geometry causes sudden oversteer on throttle lift. Honda fixed this on AP2. Correction kit available ($220–2,750).
2nd gear synchro crunches (brass rings). Oil consumption 1L/1,000 km is NORMAL per Honda. Plastic rear window yellows. Brake lines corrode (25+ years!). Clutch rattle at idle is normal.
Test-drive checklist: VTEC crossover at 6,000 (does the kick come?), rev to 8,500+ (valve retainer — pinging?), 2nd gear at 5,000 (crunch?), snap oversteer test in fast corner.
2026 market: With 50,000 miles $27,500–41,800. Under 30,000 miles $41,800–60,500. Trend: strongly rising — collector's item. The F20C at 9,000 rpm is an experience no turbo engine can replicate.
Generations
Engine Overview
The Honda S2000 AP1 is available with one engine variant at 241 hp.
2.0-litre DOHC VTEC, 250 hp at 8,300 rpm, 9,000-rpm redline — 125 hp per litre naturally aspirated, the highest specific output of any production NA engine of its era. At 6,000 rpm VTEC switches cam profiles and the engine transforms: the power curve goes vertical, the intake screams. Past 8,500 rpm the sound turns razor-sharp and metallic — a wail that only makes sense when you know Honda built F1 engines. VTEC solenoid gasket leaks from 80,000 km (most common weak point, gasket kit ~$30). Crank walk in 3-5% of the AP1 fleet through thrust bearing wear — heavy clutch abuse is poison. Track days demand a baffled oil pan — the F20C starves in fast corners. Oil every 5,000 km with 5W-30. The most honest car Honda ever built — no turbo, no AWD, no comfort alibi.
- !! FRM cylinder bore coating wear from 180,000 km
The Fiber Reinforced Metal (FRM) cylinder bore can wear or be damaged by incorrect oil. Repair requires a specialist — standard reboring destroys the coating. Engine rebuild required.
Symptoms: Rising oil consumption up to 1 L/1,000 km during VTEC use, blue smoke on cold start or on load changes, compression loss. - !! Crankshaft thrust bearings worn (Crank Walk) from 100,000 km
Axial crankshaft play from worn thrust bearings ("Crank Walk"). Heavy clutch use or an uprated clutch accelerates wear. Typical on AP1 2000–2003. Engine rebuild required.
Symptoms: Scraping or clunking when pressing the clutch, measurable axial crankshaft play, engine noise changes with the clutch pedal - !! Oil starvation under lateral g-forces — track day risk
The F20C's standard wet sump starves of oil in long fast corners — particularly in left and right-handers with high lateral g-forces. The oil pump draws air and oil pressure drops. Essential modification before any track day: oil baffle or baffled oil pan.
Symptoms: Brief oil pressure drop in fast corners, oil pressure warning light on track, in extreme cases bearing damage after a track day
+ 8 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Rear differential wears out The Torsen differential can wear through incorrect oil or neglected change intervals. A used differential costs €1,200–1,500. Symptoms: Grinding or howling noise from the rear differential under load, clunking when turning into corners at high mileage or after incorrect oil use. from 150,000 km | High | |
| 2nd/3rd gear synchro rings worn Early S2000s (1999–2001) show weaknesses in the synchro rings for 2nd and 3rd gear. Symptoms: Resistance when selecting 2nd and 3rd gear with a cold gearbox, grinding noise when short-shifting — improves once at operating temperature. from 100,000 km | High | |
| Clutch rattle at idle Virtually all early S2000s develop a clutch rattle at idle due to play in the clutch ancillary parts. Technically harmless, but disliked by enthusiasts. Symptoms: Rattling or jingling noise at idle, disappears when the clutch is lightly depressed. from 50,000 km | Low |
Top Reported Issues
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Known Problems and Issues +
A total of 24 weaknesses have been documented for the Honda S2000 AP1 (1999–2003) — 11 engine-related and 13 vehicle-related. Typical issues affect Gearbox, Body, Other, Rust.
S2000 (F20C, 1999–2003) — Be Careful: FRM cylinder bore coating wear, Crankshaft thrust bearings worn (Crank Walk), Oil starvation under lateral g-forces — track day risk. Power: 240 PS.
What to watch out for with the Honda S2000? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Honda S2000 AP1 have? +
What should I look for when buying a used Honda S2000 AP1? +
Which engine is recommended? +
Which Honda S2000 AP1 engine is the most fun? +
Is the Honda S2000 AP1 worth buying used? +
What horsepower variants are available for the Honda S2000 AP1? +
Last updated: February 2026 · All information without guarantee