Honda S2000 AP2 / Subaru BRZ

The Honda S2000 AP2 weighs 2,859 pounds. The Subaru BRZ weighs 2,862 pounds. That's a 3-pound difference—statistically identical—yet across 89 shared tracks with 55 unique comparison scenarios in LapMeta's database, these cars are separated by 3.41 seconds. When you filter the comparison data on this page for matched modifications and matched tire treadwear, the S2000 wins 73.2% of battles with a 4.89-second average gap.

This is the modern interpretation versus the classic execution. The BRZ represents 2012-2024 engineering with a boxer engine mounted impossibly low, creating an 18.1-inch center of gravity—one of the lowest in production car history. The S2000 represents Honda's late-1990s naturally aspirated peak: a 2.2L four-cylinder that revs to 8,200 rpm and makes 240hp without forced induction.

The weight is identical. The philosophy is not.

The 43-Horsepower Gap vs The Torque Dip Reality

The S2000 AP2 makes 240hp at 7,800 rpm and 162 lb-ft of torque at 6,500 rpm. Power-to-weight: 11.91 lbs/hp. The BRZ makes 197hp at 7,000 rpm (first-gen FA20) and 151 lb-ft at 6,400-6,600 rpm. Power-to-weight: 14.53 lbs/hp—a 22% disadvantage.

But here's where the BRZ's engineering gets complicated: the FA20 boxer engine suffers from a torque dip between 3,000-4,500 rpm, losing 15+ lb-ft in the mid-range where drivers actually use power on track. Peak torque arrives at 6,400 rpm, but between 3,000-4,500 rpm—corner exit range for second and third gear—the engine goes flat.

The S2000's F22C1 has no such dip. Torque builds linearly from 4,000 rpm to the 6,500 rpm peak, then holds through 8,200 rpm. Corner exits in second gear (4,500-6,500 rpm) deliver full torque. The BRZ requires downshifting or accepting the mid-range valley.

This explains part of the 4.89-second gap in matched conditions: the S2000 has 43hp more peak power AND usable mid-range torque where the BRZ has a fuel-economy-driven tuning compromise.

What the Filtered Data on This Page Reveals

The comparison tables break down performance by modification level and tire treadwear, showing where each car's strengths emerge:

• Matched mod + matched tire (224 laps): S2000 wins 73.2%, BRZ 26.8%, 4.89s gap. Relative speeds at 0.37 (S2000) and -0.02 (BRZ) indicate the BRZ driver slightly outperforming predictions while the S2000 runs as expected. Despite skilled BRZ driving, the power gap dominates.
• Medium/medium, TW200/200 (169 laps): S2000 wins 77.5% with 4.84s gap—the largest matched scenario. Bolt-on cars on street tires favor the S2000's extra 43hp and torque-dip-free powerband.
• Medium S2000 vs heavy BRZ, TW200/100 (72 laps): BRZ wins 98.6% with 8.18s gap. The race-prepped BRZ likely runs 280-350hp from turbo or supercharger, transforming the FA20's output. On stickier tires (TW100 vs TW200), the modified BRZ overwhelms the stock-ish S2000.
• Medium S2000 vs heavy BRZ, TW200/40 (37 laps): BRZ wins 91.9% with 5.25s gap. R-compound slicks (TW40) versus street tires (TW200) create massive grip advantage that overcomes even moderate power differences.

Use the comparison filters on this page to see this pattern: when the BRZ runs at higher modification levels, the lap time battle flips entirely. The FA20's forced induction ceiling is higher and cheaper to reach than the S2000's naturally aspirated limits.

The 18.1-Inch Center of Gravity: Physics vs Power

The BRZ's boxer engine sits incredibly low in the chassis—cylinder heads barely above the front axle line—creating a center of gravity at 18.1 inches from the ground. This is lower than a Porsche 911, lower than a Lotus Elise, lower than nearly anything you can buy. Subaru achieved this by mounting the FA20 as far back and as low as possible, then designing the entire chassis around that centerline.

The result: the BRZ rotates through corners with less weight transfer and more predictable grip. Body roll is minimal. Transitions feel instant. The car rewards smooth inputs and punishes abruptness less than higher-CG competitors.

The S2000's F22C1 sits higher—inline-four configuration with a taller deck height—creating a higher center of gravity. Yet the S2000's 2,400mm wheelbase (170mm shorter than the BRZ's 2,570mm) makes it rotate faster through tight sections. The BRZ's longer wheelbase provides stability; the S2000 provides agility.

On fast tracks with long sweepers, the BRZ's low CG and stable wheelbase shine. On tight technical circuits, the S2000's shorter wheelbase and higher power compensate for the higher CG. Track layout determines which advantage matters more.

The $7,500 Price Gap: Modification Paths

S2000 AP2: $37,500 purchase price. That's the cost of 240hp naturally aspirated perfection and a car appreciating 5-10% annually.

BRZ: $30,000 purchase price. That's $7,500 remaining for modifications that transform the platform:

• Turbo kit ($5,000-7,000): FA20 turbo systems reach 280-350hp on stock internals with proper tuning. The boxer engine's low compression (12.5:1) isn't ideal for boost, but closed-deck design handles 8-10 psi safely. This eliminates the torque dip entirely and flattens the power curve.
• Supercharger ($6,000-8,000): Roots or centrifugal supercharger maintains linear power delivery while adding 80-100hp. Avoids turbo lag, keeps mid-range drivability.
• Header + tune + exhaust ($2,500): Bolt-ons partially fill the torque dip and add 15-20hp. Cheapest option but doesn't match S2000 power.

The comparison data proves this: medium BRZ versus heavy BRZ shows heavy mods (likely turbo) winning 87-99% against medium S2000. The FA20's forced induction ceiling—450hp with built internals—exceeds what the S2000 can achieve naturally aspirated without a $15,000+ engine build.

Wheelbase: 2,400mm vs 2,570mm

The S2000's 2,400mm wheelbase makes it 170mm (6.7 inches) more compact than the BRZ's 2,570mm. This affects handling profoundly:

The S2000 rotates quickly into corners but requires more driver input to stabilize mid-corner. Snap-oversteer reputation (even in the AP2 revision) stems from the short wheelbase and quick rotation. Expert drivers extract lap time; intermediate drivers struggle with the twitchy character.

The BRZ's longer wheelbase creates stability that flatters intermediate drivers. Corner entry is more forgiving, mid-corner adjustments less dramatic. The low CG amplifies this—weight transfer happens slowly and predictably. The BRZ is easier to drive fast consistently.

Relative speed data supports this: when BRZ drivers show negative relative speed (faster than predicted), they're extracting performance from the stable platform. When S2000 drivers show positive relative speed (slower than predicted), they're likely intermediates fighting the twitchy chassis.

The Torque Dip: Why It Matters on Track

The BRZ's 3,000-4,500 rpm torque dip isn't just a dyno chart curiosity—it directly affects lap times. Consider a second-gear corner exit from 3,500 rpm:

The S2000 at 3,500 rpm is making 140+ lb-ft, climbing toward the 162 lb-ft peak at 6,500 rpm. Throttle application delivers linear acceleration.

The BRZ at 3,500 rpm is making 135 lb-ft, dropping to 120 lb-ft at 4,000 rpm before recovering to 151 lb-ft at 6,400 rpm. Throttle application feels flat, then surges past 5,000 rpm. Drivers learn to either short-shift through the dip or rev past it—both cost time.

The 2022+ BRZ with the 2.4L FA24 engine reduces this dip to 5 lb-ft over a narrower range (3,600-4,600 rpm), but first-gen FA20 cars (2013-2020) suffer the full 15+ lb-ft valley. LapMeta's data includes mixed generations, affecting results.

Ownership Economics

S2000 AP2: $37,500 + $404 annual maintenance = $39,520 over five years. The car appreciates 5-10%, meaning you exit ownership at $41,000-43,000 in 2030. Net cost: near zero or slight profit.

BRZ: $30,000 + $350 annual maintenance = $31,750 over five years. Add $7,000 turbo kit = $38,750 total. The car depreciates modestly (2-3% annually for modified examples), exiting at $26,000-28,000 in 2030. Net cost: $10,750-12,750 loss.

The S2000 is an appreciating asset that wins 73.2% of matched battles stock. The BRZ is a depreciating platform that requires $7,000+ in forced induction to compete evenly. Financially, the S2000 makes more sense unless you're committed to building the BRZ beyond what it cost initially.

The Verdict

Choose the Honda S2000 AP2 if you value naturally aspirated power, proven reliability, and a car that appreciates 5-10% annually while winning 73.2% of matched battles. You're paying $7,500 more for 43hp more power, a torque-dip-free powerband, and a chassis that rewards expert driving. The S2000 is the choice for purists who want peak performance out of the box without wrenching or modifications.

Choose the Subaru BRZ if you value the lowest center of gravity in production car history, stable handling that flatters intermediate drivers, and a modification path that reaches 280-350hp for $5,000-7,000. When the BRZ runs turbo with race tires, it wins 87-99% of battles against medium-modified S2000s. The data proves that the FA20's forced induction ceiling transforms the fight entirely—if you're willing to build it.

Use the comparison filters on this page to see how modification levels change the outcome. The S2000 wins when both cars are stock or lightly modified. But the BRZ's turbo potential—450hp with built internals—creates a performance ceiling the S2000 can't reach without $15,000+ in naturally aspirated engine work.

LapMeta's 3.41-second overall gap and 4.89-second matched-condition gap show the S2000's superiority when power is equal. But equal power is optional for BRZ owners: add a turbo, eliminate the torque dip, and the 3-pound weight difference becomes the deciding factor—at which point the BRZ's 18.1-inch center of gravity proves that physics beats displacement.

For the stock-vs-stock buyer, the S2000 wins 73% of the time and appreciates in value. For the builder who plans to add forced induction, the BRZ costs $7,500 less upfront and offers a modification ceiling that makes the S2000's naturally aspirated 240hp look quaint.