Honda S2000 AP2 / Honda S2000 AP1

The Honda S2000 AP1 (2000-2003) and AP2 (2004-2009) sit at 0.00 seconds apart across 83 shared tracks with 155 comparison scenarios—statistically identical in LapMeta's database. Yet this perfect tie obscures a philosophical divide that splits S2000 enthusiasts into tribal camps: the 9,000-rpm screaming banshee (AP1) versus the torque-enhanced daily driver (AP2).

When you filter the comparison data on this page for matched modification levels and tire treadwear, the AP2 edges ahead with 59% wins versus the AP1's 41%, with a 3.17-second average gap. That's the data truth. But the emotional truth? These cars represent Honda's response to criticism that the original was "too peaky" for real-world driving.

The Engine Swap: F20C to F22C

The AP1's F20C is a 2.0L naturally aspirated four-cylinder that redlines at 9,000 rpm with fuel cutoff at 9,150 rpm. It makes 240hp at 8,300 rpm and 153 lb-ft of torque at 7,500 rpm. This is an engine that begs—no, demands—to be revved. Peak power lives in the stratosphere. Drop below 6,000 rpm and you're driving a Civic with a nice shifter.

The AP2's F22C increases displacement to 2.2L through a longer stroke, creating more torque but dropping the redline to 8,200 rpm (fuel cutoff at 8,350 rpm). Power remains 240hp but arrives at 7,800 rpm. Torque jumps to 162 lb-ft at 6,500 rpm—a 9 lb-ft increase that transforms daily drivability. The longer stroke means higher piston speeds, which would stress internals at 9,000 rpm, hence the lower redline.

On paper, both make 240hp. In reality, the F22C's torque curve is fatter in the mid-range. Rear-wheel dyno tests show the AP2 delivering 210hp at 8,000 rpm versus the AP1's 203hp at 8,500 rpm, and 146 lb-ft at 6,400 rpm versus the AP1's 136 lb-ft at 6,300 rpm. The AP2 makes more power where you actually drive.

The 109-Pound Question

The AP1 weighs 2,750 lbs; the AP2 weighs 2,859 lbs—a 109-pound difference. That's not engine mass (the F22C is barely heavier than the F20C). The AP2 gained weight through chassis reinforcements, improved sound deadening, and updated equipment. Honda was evolving the S2000 from a raw track toy toward a more refined sports car.

Power-to-weight ratios tell the story: AP1 at 11.46 lbs/hp, AP2 at 11.91 lbs/hp. The AP1 has a 4% advantage in this metric. Yet the filtered comparison data shows the AP2 winning 59% of matched battles. Weight matters, but not as much as usable torque and modern chassis tuning.

What the Comparison Filters Reveal

The comparison tables on this page break down performance by modification level and tire treadwear. Key findings:

• Matched mod + matched tire (476 laps): AP2 wins 59%, AP1 wins 41%, 3.17s average gap. Both post relative speeds close to zero (AP2: 0.89, AP1: -0.01), indicating skilled drivers extracting performance from both cars.
• Matched mod, TW200/TW200 (343 laps): AP2 wins 57.4% with 3.24s gap. Relative speeds show AP2 at 1.00 (slightly slower than predicted) and AP1 at -0.01 (right on pace). The AP1 driver is extracting more from the lighter chassis.
• Matched mod, TW100/TW200 tire mismatch (103 laps): AP2 on grippier tires dominates 88.3% with 4.18s gap. Tire compound matters more than the 109-pound weight difference.

When modification levels mismatch, results swing wildly. Heavy-modified AP2 versus medium AP1 (97 laps): AP2 wins 99% with 7.03s gap. The race-prepped AP2 likely runs 50-80hp more and weighs less than stock through aggressive weight reduction.

The 9,000 RPM vs 8,200 RPM Divide

The AP1's 9,000 rpm redline isn't just a number—it's an experience. The F20C pulls hard to 8,300 rpm where peak power lives, then keeps pulling to 9,000 rpm as the VTEC crossover screams. It's addictive, visceral, and utterly impractical for street driving. You're constantly managing the powerband, rev-matching every downshift, keeping the engine spinning.

The AP2's 8,200 rpm redline feels like a betrayal to AP1 purists. But here's the reality: the F22C's fatter torque curve means you don't need to wring it out to access power. The engine pulls from 5,000 rpm with authority. Daily driving doesn't require constant downshifts. It's still a high-revving Honda four-cylinder, just one that works better in the real world.

Track day drivers notice the difference: the AP1 requires more shifting to stay in the powerband, which can be tiring over a 20-minute session. The AP2 forgives lazy shifts and delivers more corner-exit torque in second and third gear.

Suspension Evolution: Taming the Snap

The AP1 gained a reputation for snap-oversteer—sudden rear-end breakaway that could catch inexperienced drivers off-guard. The short wheelbase (94.5 inches) and aggressive toe settings made it rotate quickly, sometimes too quickly.

Honda addressed this in 2002 with revised suspension geometry (the "AP1.5"), then continued refinements for the AP2. The AP2's suspension is more forgiving, more progressive at the limit. Purists call this "numb." Realists call it "safer." The comparison data shows both cars posting similar relative speeds, suggesting the suspension changes didn't slow the AP2—they just made it easier to drive quickly.

Ownership Economics and Collectibility

In late 2025, clean AP1s command $32,500 while AP2s fetch $37,500—a $5,000 gap that reflects scarcity and market preferences. The AP1 was produced for only four model years (2000-2003); the AP2 ran for six years (2004-2009), yet AP2s command higher prices due to refinement and daily drivability.

Maintenance costs are identical: both use the same F-series engine architecture with legendary Honda reliability. Annual costs average $368-404 for routine service. The biggest concern? Oil consumption—up to 1 liter per 1,000 miles is normal for both. No major failures, no expensive weak points. These engines run to 200,000+ miles with basic maintenance.

Collectibility trajectories favor both equally: AP1 and AP2 models show 5-10% annual appreciation through 2026. AP1s attract purists who value the higher redline and rawness. AP2s attract enthusiasts who want S2000 performance with more refinement. Club Racer (CR) editions could exceed $100,000 for concours examples.

Formula Red and Silverstone Metallic command 10-15% premiums regardless of generation. Keep it stock, maintain records, and either version appreciates steadily.

The Irony of Perfection

Honda made the AP2 better in every measurable way: more torque, safer handling, improved interior, better sound deadening. Yet enthusiasts remain divided. Why?

Because the AP1 represents Honda's purest expression of performance—consequences be damned. The 9,000 rpm redline is impractical, but it's glorious. The snap-oversteer is dangerous, but it demands respect. The peaky powerband is exhausting, but it rewards commitment.

The AP2 represents Honda listening to criticism and making a better car. More torque, safer handling, easier to live with. It's the S2000 your spouse would approve of.

LapMeta's data shows the AP2 winning 59% of matched battles—objectively faster by a slim margin. But the 41% who choose the AP1 aren't wrong. They're choosing experience over lap times, sensation over refinement, 9,000 rpm over practicality.

The Verdict

Choose the AP1 if you want the rawest, most visceral S2000 experience. The 9,000 rpm redline is worth the peaky powerband and snap-oversteer reputation. You're buying a time capsule of early-2000s Honda engineering at its most aggressive. Budget $32,500 and accept that daily driving will be exhausting but rewarding.

Choose the AP2 if you want S2000 performance with modern refinement. The extra torque transforms drivability, the safer handling inspires confidence, and the improved interior makes long drives tolerable. You're buying the version Honda perfected after four years of feedback. Budget $37,500 for a car that does everything the AP1 does, just more politely.

With the AP2 winning 59% of matched battles, data favors the newer generation by a slim margin. But this isn't about data—it's about what kind of driver you are. Use the comparison filters on this page to see how the cars perform under different conditions. The AP1 is for purists who value sensation. The AP2 is for enthusiasts who value results.

Both are appreciating at 5-10% annually. Both are reliable to 200,000+ miles. Both deliver one of the best manual transmissions ever built. You can't choose wrong—you can only choose what matters more: 9,000 rpm or 162 lb-ft of torque.