Honda S2000
The 2.2L DOHC VTEC in the S2000 AP2 is the grown-up F-engine: 220 hp, fatter mid-range from revised cam profiles, redline at 8,200 instead of 9,000. Lower compression makes it less picky about fuel and a bit more durable. VTEC character stays, but the shove comes earlier — more rewarding on a twisty road, less dependent on wringing every last rpm.
AP1 or AP2? — the eternal debate
The F22C does not chase 9,000 rpm like the AP1, but it rewards sooner: fatter torque below 6,000, the engine pushes with a wider spread instead of just screaming. AP1 owners swear by the otherworldly 9k rush. AP2 owners prefer the real-world punch on a canyon road. Both are right. Both are unforgettable.
Engine Weaknesses 6
The Torsen differential on the AP2 rear axle can remain locked due to wear or lack of lubrication. Diagnosed by an experienced mechanic from the noise and tyre wear pattern. Replacement with a used diff: €1,200–1,500.
Symptoms: Extreme one-sided tyre wear (350 km instead of normal service life), rear axle breaking away sporadically, faint burning smell after mountain passes.
As with the F20C, the nylon oil pump chain drive guides wear at high mileage.
Symptoms: Oil pressure loss at high revs, warning light when warm, metallic debris in the oil
The S2000 AP2 differential is considered a weak point, especially under intensive sports use or on uprated cars.
Symptoms: Clunking or grinding from the rear axle area, noise increasing when cornering under load
The F22C timing chain is prone to stretching from 150,000 km; the chain tensioner can fail. Timing chain approx. €138, tensioner approx. €344. Full repair including valve clearance check: approx. €832 (Honda dealer).
Symptoms: Rattling from the timing chain area on cold start that reduces after warm-up. Tensioner chatter during the warm-up phase.
As with the F20C, valve clearance checks every 45,000 km are mandatory. Track use accelerates wear. Valves bed in and reduce clearance. Adjustment at the correct interval prevents expensive consequential damage.
Symptoms: Metallic knock from the valve train when cold, reduction in peak power at high revs, misfires when clearance is too tight.
In the F22C as well, the VTEC solenoid and MAP sensor are known wear items. Regular oil changes are recommended as a precaution.
Symptoms: VTEC does not engage or engages late, check engine light, power loss in the upper rev range
Vehicle Weaknesses 10
The Torsen differential is susceptible to wear with incorrect oil specifications or long change intervals.
The metal brake lines corrode particularly at the forward protective end where dirt and water accumulate. A single brake line already costs over €500.
The clutch wears prematurely with sporty use and hard launches.
The sea-transport lashing points sit lower than the rest of the underside and corrode through water and salt accumulation. Sills and rear wheel arches are also affected.
Honda issued a TSB: the rear axle nut was tightened from the factory at too low a torque. This causes premature wear of wheel bearings and hubs.
The VTEC solenoid seal becomes brittle and allows oil to run down the side of the engine. With a contaminated screen filter, VTEC no longer engages correctly.
The convertible hood wears with age and can become leaky. As the vehicles are now 15–20 years old, replacement is often due.
The secondary air pump fails frequently and triggers a check engine light. Replacement is expensive.
The aluminium bonnet develops 'white plague' — typical aluminium corrosion under the paint that appears as white blisters and craters.
The folding hood latch mechanism wears out over time. The hooks no longer grip securely, wind noise and leaks increase.
Reports & Tests
36 owner complaints filed with NHTSA (2004–2009). Most reported: Powertrain (9), Body Structure (6), Airbags (4).