Words: Tony Lowe
(and Tony Sighe) -Extract from 'Revs' issue 82 (October 1999). (Editor:
Extract and photos can be found at www.honda-s800-club.freeserve.co.uk)
The other day we went to heaven...... Well nearly!!
At very short notice we were asked to provide 2 S800s for Auto Express magazine for their 'Test of Time' special report. The report's intent was to look at how a cross section of cars had changed over a period of years and to examine whether there had been progress in car design and purpose. This latter theme was particularly relevant as it became apparent over the day that some manufacturers were guilty of throwing the baby out with the bath water. So why had we gone to heaven?-well amongst the 20 or so assembled cars was a bright red Honda S2000 so that a comparison of old and new 'S' types could be made. And we could drive it. On the track. Around the corners. At 9000 RPM if we liked!!.
So what's it really like?. Does it deserve all the hype?. First impressions always count and here the Honda scores with a clean almost muscular shape to the bodywork. There are a few styling cues to our S800s (see pictures) but it is clearly not a retro trip like the BMW Z (no chromework). The rear lights look a little fussy in comparison to the cleanly styled front but otherwise itÆs a thumbs up. Open the door then and take in the thickness of the doors -no doubt to afford some side impact protection. Slide into the footwell and remark to yourself that there is only about the same amount of room widthways as there is in the much smaller S800. Adjust yourself in the seat and suddenly its raining!. You have leant on the windscreen washer jets that are poorly located on the huge transmission tunnel!. By now the Hondas immobiliser is bleeping at you as you have not started the car in the required 5 second 'window' after opening the door. It seems the only way to overcome this (apart from getting out and starting the process again) is to activate the infra red button on the key fob to lock and unlock the doors and then insert the key before hitting the big red 'START ENGINE' button on the dash. This process came in for criticism by every driver on the day but I suppose that your friendly dealer could cut the wires on the immobiliser for you.
When you have cracked the start procedure code the red button fires the 2 litre VTEC engine into life. It is fairly muted even when you blip the throttle but a digital readout in front of you confirms that the engine response to the right pedal is rapid. The dash to be honest is a little disappointing. I am not a huge fan of LED readouts and the combined speedo and revcounter looks a little cheap. Some of the switch gear looks as though its from a Civic and there is little sense of occasion. The Audi TT also here today by contrast is a symphony of leather and aluminium and somewhat over the top. Honda could learn a lot from the interior of this particular car however. Putting aside small matters such as cup holders and ashtrays it is time to see whether this is a true 'S' type.
Pulling away at low speed the engine feels like a lively rep-mobile in terms of power only a whole lot smoother. The engine is perfectly tractable and would cope easily with everyday traffic jams and commuting. But thatÆs not what we are here for. I press the throttle to see what happens next as we hit a straight section on the runway test track. At about 5500 RPM to 6000 RPM there is a slight, almost indiscernible hesitation, before the VTEC system kicks in and then its as though two devils horns sprout from the bonnet as the car takes off and lunges towards the horizon and 9000 RPM!. There is a hugely satisfying feeling of being squashed back into the leather seat as you hear that sophisticated S-type racing car music once more from the twin exhausts. Its not as loud or as animal basic as the S800 but more muted, almost like a modern big bike. But to the gathered paparazzi itÆs a new sound and very addictive and the car is in great demand all day. The steering is power assisted but not over light like Civics and Accords. There is good feel and feed back through the bends so we press on. Harder and harder into the bends trying to explore the limits of the grip. On a bend at 96 MPH we find it as first the back then the front tries to break away (Tony L. reports this quite calmly -no mention of him asking me to stop 'cause he'd had enough and feared for his life!).
The car has an almost equal weight distribution between the front and rear ends which helps the handling but it is not as sharp as the S800. You certainly know what the car is doing but there is a slight feeling of detachment from the front business end at the limit. The limits are however incredibly high and unlikely to be reached other than on track conditions (officer!). Therein perhaps lies the Achilles heel of the car in my opinion in that the cornering limits and the glorious engine music at 8000 RPM can only really be appreciated at very illegal speeds and cornering attitudes. The S800 on the other hand allows you to have your fun at much lower levels of both speed and cornering and the fun is therefore much more accessible. Would I have one?. Definitely! but I would not be part exchanging my little Honda in the process.
I too would have one!
I enjoyed the handling and predictable power delivery. It has similar power
and acceleration to a Subaru Impreza, but the VTEC comes in smoothly
around 6000rpm and gives a firm push, less sudden than the turbo
'kick-in' you get on the Subaru. I doubt the average tester would really
be able adapt quickly to the high revving style required to drive the S2000
effectively? How many times have you let people drive your S800 only
to see them stall or change gear at 5000rpm? I can assure you that
two enthusiasts that know how to exploit high revving engines gave the
S2000 a 'proper' test!!
(which it passed with flying colours!)
