Honda S2000 AP2 / Toyota GR Supra A90/A91

The Honda S2000 AP2 makes 240 horsepower from a naturally aspirated 2.2L four-cylinder. The Toyota GR Supra makes 387 horsepower from BMW's turbocharged 3.0L B58 inline-six—147hp more power (61% advantage). Yet across 87 shared tracks with 47 unique comparison scenarios, the Supra's dominance tells a more nuanced story. When you filter the comparison data on this page for matched modifications and matched tire treadwear, the Supra wins 85.8% of battles with a 4.79-second average gap.

This isn't just about power. This is about philosophy: Honda's lightweight naturally aspirated perfection from 2004-2009 versus Toyota/BMW's turbocharged grand tourer from 2020. The S2000 weighs 2,859 lbs and costs $37,500. The Supra weighs 3,351 lbs (492 pounds heavier) and costs $50,000. The $12,500 price difference buys 147hp, 281 lb-ft more torque, and BMW's B58 engine—one of the most tuneable powerplants ever built.

The 500 lb-ft Torque Advantage: Turbocharged Reality

The S2000 AP2's F22C1 makes 162 lb-ft of torque at 6,500 rpm. The Supra's B58 makes 500 lb-ft at 1,600-4,500 rpm—a 338 lb-ft advantage (209% more torque) available 4,900 rpm earlier. This is the difference between naturally aspirated commitment and turbocharged accessibility.

On track, corner exit acceleration favors the Supra dramatically. Second-gear exits from 3,000 rpm: the S2000 is making 110 lb-ft, climbing toward peak at 6,500 rpm. The Supra is already delivering 500 lb-ft at 3,000 rpm, launching out of corners with authority the S2000 can't match without downshifting.

Power-to-weight ratios show the gap: S2000 at 11.91 lbs/hp, Supra at 8.66 lbs/hp—a 27% advantage. But torque-to-weight is even more revealing: S2000 at 17.65 lbs/lb-ft, Supra at 6.70 lbs/lb-ft. The Supra has nearly triple the torque-to-weight ratio, explaining why it wins 85.8% of matched battles.

What the Filtered Data on This Page Reveals

The comparison tables break down performance by modification level and tire treadwear, showing a consistent pattern:

• Matched mod + matched tire (621 laps): Supra wins 85.8%, S2000 wins 14.2%, 4.79s average gap. Relative speeds at 0.67 (S2000) and -0.20 (Supra) show the Supra driver running faster than predicted while the S2000 struggles to keep pace despite the driver's best efforts.
• Medium/medium, TW200/200 (444 laps): Supra wins 85.4% with 4.56s gap—the largest matched scenario. Bolt-on cars on street tires heavily favor the Supra's turbo torque and 147hp advantage.
• Medium/medium, TW40/40 (36 laps): Supra wins 86.1% with 7.53s gap. Even on identical R-compound slicks, the Supra's power and torque dominate. The S2000's lightweight advantage (492 lbs lighter) can't overcome the 147hp power deficit.
• Race S2000 vs medium Supra, TW200/200 (96 laps): S2000 wins 62.5% with 2.77s gap. This is the only consistent scenario where the S2000 wins—when running race-level mods (likely 280-300hp) against a medium Supra. Even then, the gap is just 2.77 seconds.

Use the comparison filters on this page to see the pattern: the Supra wins unless the S2000 is heavily modified. Even race-prep S2000 (300hp NA) only ties or slightly beats a medium-modified Supra. The B58's modification ceiling is exponentially higher.

The 492-Pound Weight Difference: Physics vs Power

The S2000 weighs 2,859 lbs. The Supra weighs 3,351 lbs—492 pounds heavier (17% more mass). This should matter more than it does. The S2000's compact 2,400mm wheelbase (68mm shorter than the Supra's 2,469mm) makes it more agile in tight transitions. Yet the comparison data shows this weight advantage is completely overwhelmed by the 147hp power gap and 338 lb-ft torque advantage.

On paper, the S2000's lighter weight should help in autocross-style courses with quick transitions. In reality, the Supra's 500 lb-ft at 1,600 rpm means it accelerates harder out of every corner despite weighing 492 pounds more. The weight matters in braking zones—the S2000 can brake later—but exit acceleration determines lap times, and that's where the Supra dominates.

Naturally Aspirated Purity vs Turbocharged Accessibility

The S2000's F22C1 redlines at 8,200 rpm with peak power at 7,800 rpm. This is an engine that rewards high-RPM commitment. Drop below 5,000 rpm and you're driving a Civic with a nice shifter. Stay above 6,000 rpm and you're rewarded with Honda's finest naturally aspirated four-cylinder.

The Supra's B58 delivers peak torque from 1,600-4,500 rpm—a 2,900-rpm plateau where maximum acceleration is always available. Peak power arrives at 5,800 rpm, but the engine pulls strongly from 2,000 rpm. You don't need to downshift for corner exits. You don't need to keep the engine singing. Just apply throttle and 500 lb-ft launches you forward.

On track, this translates to lap times: the S2000 driver must manage the powerband constantly, shifting frequently to stay in the 6,000-8,200 rpm sweet spot. The Supra driver can be lazy—second gear from 2,500-6,000 rpm delivers full acceleration. The data shows this: Supra drivers post better relative speeds (closer to predicted pace) because the car flatters intermediate skill levels.

The $12,500 Price Gap and Modification Ceilings

S2000 AP2: $37,500 purchase price buys naturally aspirated perfection and Honda reliability. To extract more power requires headers ($2,000), exhaust ($1,500), and aggressive tuning ($1,000)—adding maybe 25hp for $4,500. To reach 300hp requires individual throttle bodies, cams, and standalone ECU ($10,000+). The naturally aspirated ceiling is 320-340hp without forced induction.

GR Supra: $50,000 purchase price includes the B58 engine with legendary modification potential. Stage 1 tune ($1,500) + downpipe ($1,200) = 450hp/580 lb-ft for $2,700 total. The turbocharged architecture unlocks power through boost pressure alone. Stage 2 (intercooler + tune) reaches 500hp for $5,000. The B58's closed-deck design handles 500hp+ on stock internals reliably.

The comparison data proves this: medium Supra versus heavy S2000 shows Supra winning 100% with 8.93s gap (123 laps). A lightly-tuned Supra (450hp) dominates even a heavily-modified S2000 (300hp NA). The turbo modification ceiling rewrites the fight entirely.

Wheelbase and Handling Philosophy

The S2000's 2,400mm wheelbase makes it 68mm (2.7 inches) more compact than the Supra's 2,469mm. This creates different handling characters:

The S2000 rotates quickly and rewards momentum conservation. The short wheelbase and 50/50 weight distribution (49/51 F/R) make it a scalpel through technical sections. But the naturally aspirated engine means you lose time on straights and corner exits where power matters.

The Supra's slightly longer wheelbase provides stability without sacrificing agility. The front-engine layout creates slight understeer, but the 500 lb-ft torque compensates through corner-exit traction. The Supra is less playful but faster where it counts: exit acceleration onto straights.

The comparison data's 4.79-second gap in matched conditions reflects this: the S2000 might be more fun through a chicane, but the Supra is 4.79 seconds faster over a full lap because power beats handling when the gap is this large.

Ownership Economics: $37,500 vs $50,000

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

GR Supra: $50,000 + $1,200 annual maintenance (BMW B58 service costs) = $56,000 over five years. The car depreciates 3-5% annually, exiting at $43,000-48,000 in 2030. Net cost: $8,000-13,000 loss.

The S2000 is an appreciating asset that loses 85.8% of matched battles. The Supra is a depreciating platform that wins 85.8% of matched battles and offers turbo tuning that reaches 500hp for $5,000. If you prioritize lap times, the Supra's $12,500 higher purchase price and $8,000-13,000 depreciation over five years buys an 86% win rate and modification potential the S2000 can't touch.

The Verdict

Choose the Honda S2000 AP2 if you value naturally aspirated purity, 492-pound weight advantage, and a car that appreciates 5-10% annually while rewarding high-RPM commitment. You're accepting an 85.8% loss rate in matched battles for the engagement of keeping the F22C1 singing between 6,000-8,200 rpm. The S2000 is the choice for purists who prioritize driving feel over lap times and understand that 240hp naturally aspirated from 2.2L is peak Honda engineering—even if it loses to modern turbo powertrains.

Choose the Toyota GR Supra if you value turbocharged accessibility, 500 lb-ft of torque from 1,600 rpm, and winning 85.8% of battles when modifications and tires match. You're paying $12,500 more for 147hp more power, a modification ceiling that reaches 500hp for $5,000, and a BMW B58 engine that delivers lap times the S2000 can't approach without a $15,000+ turbo build. The Supra is the choice for drivers who want modern performance and accept 492 extra pounds as the cost of having 338 lb-ft more torque.

Use the comparison filters on this page to see how overwhelmingly the Supra dominates: 85.8% win rate when matched, 100% win rate when running heavy mods against medium-modified S2000, and consistent 4-5 second gaps that reflect the B58's turbo advantage. The S2000 only wins when running race-prep against medium Supra—and even then, the gap is just 2.77 seconds.

LapMeta's -3.50-second overall gap (negative because Supra is faster) and 4.79-second matched-condition gap show the turbocharged reality: 500 lb-ft at 1,600 rpm beats 162 lb-ft at 6,500 rpm, even when the naturally aspirated car weighs 492 pounds less. The S2000's lightweight advantage can't overcome the B58's 147hp power and 338 lb-ft torque advantage. Physics says lighter is faster; turbocharged reality says torque beats weight every time.

For the driver who wants the most engaging naturally aspirated four-cylinder ever built and accepts losing 85.8% of battles, the S2000 delivers Honda's finest hour. For the driver who wants to win lap time battles and has $5,000 for a Stage 2 tune reaching 500hp, the Supra's 86% win rate proves that modern turbo engineering has made lightweight naturally aspirated roadsters obsolete—at least on the stopwatch.