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Test drive 1
Fact: Holden's just-euthanased five-litre V8 produced 180
kilowatts of power in normal trim. Fact: The two-litre four-cylinder
engine in Honda's new S2000 roadster pushes out 176 kW - 14
kW more than a Porsche Boxster. This is the highest per-litre
output in the world for a normally-aspirated engine and when
you sling it into a car weighing under 1300 kilograms you
have a bitumen-puckerer on your hands. The S2000 is a stunning
creation. It's like a Mazda MX-5 (except vastly quicker) in
that it's a car you wear, rather than sit in, a car you think
around corners, not steer. It's closest in that to the Mercedes-Benz
SLK.
The Japanese have gone crazy lately with small-capacity,
high-revving engines with variable valve timing - vide the
Lexus IS200 and the new Toyota Celica, both of which lack
low-mid range torque and have to be rowed along on six-speed
gearboxes. However, Honda's VTEC technology works in two stages,
so you do have the grunt at the bottom end. Oh, the little
jewel will still rev - to a 9000 rpm red-line - but it can
be pottered. Like most such engines it makes a lot of noise
because you have to stir the whizzy bits to make the most
of it.
This is no problem - in fact, it's huge fun, because of the
rorty exhaust note and the way the little gearshift clicks
into all six slots. Just lay your forearm along the console
and flex the wrist, and smack-smack-smack, you're flying.
With 2.4 turns lock-to-lock the steering is blink-sharp, and
accentuates the car's "nervousness". This isn't
a negative; it simply says that when you aim the car into
a corner it likes flicking out the tail on exits. Once you
learn the trick you turn it to your advantage, even around
suburban roundabouts at low speeds. But the rear end springing
may be a little soft because it can also be kicked-away by
bumpy surfaces, so you have to stay on top of it.
It runs double wishbones and coils all round, in typical
Honda fashion, and there is some compromise on ride through
the stiffer suspension. But it's still smooth, without much
tyre noise, despite fairly fat Bridgestone Potenza rubber,
with 6.5-inch rims up front and 7.5s at the rear. The brakes
are terrific.
The payback for this performance is a fairly basic interior.
It looks the part, in the test car in bright red leather with
black rollover bars and red carpet (you can get all-black),
but the plastics are a bit ordinary. You have to do without
a glovebox; the only useful interior stowage comprises a lockable
lidded vertical box between the seats, map pockets behind
the seats and a passenger side storage net. The steering wheel
doesn't adjust - although a big boof like me was still very
comfortable, and climbing in and out was OK - and the instrument
panel is a tad fussy for my taste. But there are some other
clever things, like a sound system volume control in the dash
you flick up and down without moving the hand from the wheel.
And then there's that macho masterpiece - a big red button
you punch to fire up the engine after turning the key.
Standard equipment includes airconditioning, remote central
locking, electric windows, six-stack CD sound system, dual
airbags and headlamp washers. The electric hood is the fastest
in the business. Undo two latches, hit the centre button,
and it's gone in six seconds. There is a tonneau cover for
it, but most owners will leave that in the boot. And that
will steal even more space from an already small luggage compartment
- my guess is six full Safeways bags. And it actually looks
good with the hood up. Mind you, some people are turned-off
by the Honda's slightly slabby side, with a straight sill
line from a wide, aggressive frontal treatment forming a wedge
profile down to a shortish rear, but I like it.
One negative is that the engine demands premium unleaded,
but most owners won't give a rat's about that. I wouldn't.
I like the car a lot, even though it is definitely licence
- threatening.
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