But wait a minute? Keep that accelerator planted past 5,500 rpm and the transformation begins. Gone is the quite, docile roadster, replaced by a savage, screaming 9,000 rpm redline supercar. Nothing less than a Ferrari 360 Modena revs this easily. While peaky, at 120 horsepower-per-liter, its 240-hp engine has the highest specific output of any naturally aspirated production engine ever made. It makes me wonder how hard it would be for Honda to meld two of these tigers together for a 480-hp 4.0-L V8 powered NSX. But I digress.
Power to weight ratios have long been the dogma of performance car enthusiasts, all the more reason to get excited about the S2000's scant 1274 kg (2,809 lbs) curb weight. All it takes is a flick of the wrist to actuate Honda's self-lubricated, close-ratio 6-speed transmission and send power through the Torsen limited slip differential to the rear wheels, achieving 0 to 100 km/h in 5.5 seconds. The shifter is as addictive in operation as the nicely modulated clutch, perfectly spaced among brushed aluminum pedals for fancy heal-toe footwork. BTW, there's no automatic on the options list. That's probably a good thing as only nominal torque is available below 3,500 rpm.
It lacks nothing in handling ability however. The racecar inspired 4-wheel double wishbone suspension soaks up road surface imperfections with grace and tackles the slalom with the poise of Ivica Kostelic, but beware it has a nasty bite if taken beyond its capabilities - or perhaps beyond its driver's. The Honda uses an electrical power steering system, rather than hydraulic, which improves feel, reduces weight and doesn't sap the engine of power. Before you call upon the ABS assisted 4-wheel disc brakes make sure no ones tailgating. The 280 mm (11 in) rotors take only 37.5 m (123 ft) from 100 km/h to come to a complete stop. While this isn't the best in the industry, the Ferrari 360's 33.5 m (110 ft) braking comes to mind, it is above average.