Variants.

Chassis codes, special editions and the market-specific cars, with what each one actually changed.

Chassis codes

AP12000 to 2003

The original. The F20C 2.0 liter has a rev limit of 8,800 rpm and cuts fuel at 9,000, which is the figure Honda marketed it on and where the tachometer red zone begins. At launch it had the highest specific output of any mass produced naturally aspirated car engine: 125 PS per liter in 250 PS Japanese tune and 120 PS per liter in the 240 hp US and European tune. It held that until the Ferrari 458 Italia entered production in 2010. 16 inch wheels, the sharpest suspension tune, and the plastic rear window until the 2002 glass update. The purest and most demanding version of the car.

AP22004 to 2009

The 2004 refresh: in the US the F22C1 2.2 liter brought more torque with an 8,000 rpm redline and fuel cut at 8,200, wheels went to 17 inches, the suspension geometry was revised to calm the lift throttle behavior, the steering was deliberately slowed from 13.8:1 to 14.9:1, and the lights and bumpers were updated. 2006 added drive by wire and stability control. Japan kept the 2.0 liter two model years longer, switching to the 2.2 with the minor model change of 24 November 2005, and the JDM 2.2 was rated 242 PS against the JDM 2.0's 250 PS, so Japan actually lost peak power in the swap. Europe, the UK and Australia kept the F20C for the entire production run and never received the 2.2. Season by season detail lives on the model years pages.

United States

CR, Club Racer2008 to 2009

699 built, split 668 for the 2008 model year and 31 for 2009, and a US only car: the manuals state the CR was not sold in Canada. The soft top is deleted in favor of a removable aluminium hardtop and body color tonneau, the springs and dampers are stiffer, the steering rack goes back to the AP1's quicker 13.8:1, a rear body brace fills the space the soft top used to occupy, and the front underbody spoiler and rear wing spoiler are functional, cutting lift by around 70 to 80 percent rather than making downforce. Less sound deadening, and no spare wheel: Honda supplies a tire repair kit instead. Honda quoted cumulative savings of 51 pounds with the hardtop installed and 99 pounds with it removed, against the 2,864 lb standard car. That is the whole package rather than any single change. Air conditioning and audio were factory options on the CR rather than equipment buyers deleted, worth about 42 pounds, and only 59 of the 699 cars left without them. The manual gives the CR its own alignment and ride height figures. The most focused factory S2000 and now by far the most collectible. The VIN decoder identifies a real one.

Japan

Type V2000 to 2007

JDM only, announced 7 July 2000 and on sale from 14 July, dropped in October 2007 when the Type S replaced it. Adds VGS, a variable gear ratio steering rack that varies continuously with speed and steering angle. Lock to lock drops from 2.4 turns to 1.4, which is why it feels so sharp at parking speeds while staying stable on the motorway. Honda fitted revised dampers, thicker anti roll bars and a retuned limited slip differential to suit it, plus a VGS badge on the trunk lid and its own steering wheel. Honda called it the first variable gear ratio steering system in automotive history; fixed ratio variable racks existed before it, so the claim rests on the continuous, speed and angle driven variation. Genuinely divisive to drive and never offered outside Japan. It survived the November 2005 switch to the 2.2 liter engine, so late Type Vs are F22C cars.

Type S2007 to 2009

Introduced in October 2007, replacing the Type V, and the JDM counterpart to the CR: the same aero direction with a rear wing and revised bodywork, firmer suspension aimed at the street rather than the track, and it keeps the soft top. Production figures vary between sources, from around 1,100 to 1,755 cars, and no Honda figure has been confirmed here. Never sold new in the US, and the 25 year import rule will not reach the first 2007 cars until 2032, so a Type S cannot come in that way yet. Earlier JDM S2000s are already crossing that line, which is where the import interest sits today.

UK

UK market trim, sold with the removable factory hardtop included plus an outside temperature gauge. Mechanically standard: the badge is about equipment, not performance. Sources disagree on when it arrived, with contemporary UK coverage putting it at 2002 and owner accounts placing it with the 2004 facelift, so the start date is not settled here. By the 2009 run out it was the standard specification. A UK car advertised as a GT without the hardtop present has usually lost it somewhere along the way, which matters at resale, and early cars need the mounting kit that later cars had from the factory.

The years index shows what changed season by season, dimensions covers the weight differences.

Sources

The JDM variants are the part of the S2000 story most often got wrong in English, so Honda's Japanese press releases are the basis for that section rather than English language secondary sources.

Honda global newsroom, S2000 type V announcement, July 2000The Type V launch, and Honda's description of VGS as the first variable gear ratio steering system in a production car.
Honda Japan, minor model change release, 24 November 2005Two things at once. It confirms Japan did adopt the 2.2 litre engine, two model years after the US, and it lists the Type V still on sale at that point, which is why the Type V ran to 2007 rather than 2005. English Wikipedia states Japan kept the 2.0 litre; this release shows otherwise.
Honda Japan, Type S introduction, 22 October 2007The Type S specification, and the point at which the Type V leaves the lineup.
Honda Japan, S2000 web catalogue, 2009The JDM F22C rating of 242 PS, against the JDM F20C's 250 PS, which is how we know Japan lost peak power in the engine swap.
Honda Europe, S2000 launch release, 1999Honda's own specific output claim, scoped to mass produced naturally aspirated engines, at 120 PS per litre for the 240 PS European tune.
Honda US newsroom, 2008 S2000 and S2000 CR introductionThe Club Racer package, Honda's cumulative weight saving figures, and the statement that air conditioning and audio were factory options rather than standard equipment buyers deleted.
Honda US newsroom, 2004 S2000 powertrain press kitThe rev limit and fuel cutoff figures for both engines, and Honda's explanation that the longer stroke forced a 9 percent reduction on piston speed grounds.

Honda US newsroom, 2004 S2000 introductionyearsThe 2004 facelift items outside the chassis and powertrain kits: new bumpers, headlights and the LED tail lamps.10

Honda US newsroom, 2002 model year releaseyearsThe 2002 changes: the glass rear window with defroster and the interior and trim revisions.9

UK market vehicle data, 2004 S2000variantsUK listings for the 2004 model year show 1,977 cc with peak power at 8,300 rpm, the F20C figures, confirming the 2.2 liter never reached the UK. The facelift AP1 naming is the UK community's own convention rather than Honda's.8

Honda US newsroom, 2008 and 2009 S2000 specifications and featuresmodel-years-templateClub Racer figures shown on those model years, and independent confirmation of the 8000 rpm redline on the 2.2 liter engine.3

Honda US newsroom, model year specification pages, 2001 through 2009model-years-templateThe dimensions and specs block and the engine output figures for each year. Honda published no page for the 2000 model year, so the 2000 figures follow the 2001 page.2

Honda US newsroom, 2004 S2000 powertrain press releasemodel-years-templateThe redline and fuel cutoff figures for both engines. Honda's table lists rev limit and fuel cutoff of 8800 and 9000 rpm for the 2.0 liter and 8000 and 8200 rpm for the 2.2 liter, and notes the higher piston speed of the longer stroke is what lowered the 2.2 limit.1

Honda US newsroom, 2004 S2000 powertrain press kitvariantsThe rev limit and fuel cutoff figures for both engines, and Honda's explanation that the longer stroke forced a 9 percent reduction on piston speed grounds.7

Honda US newsroom, 2008 S2000 and S2000 CR introductionvariantsThe Club Racer package, Honda's cumulative weight saving figures, and the statement that air conditioning and audio were factory options rather than standard equipment buyers deleted.6

Honda Europe, S2000 launch release, 1999variantsHonda's own specific output claim, scoped to mass produced naturally aspirated engines, at 120 PS per liter for the 240 PS European tune.5

Honda Japan, S2000 web catalogue, 2009variantsThe JDM F22C rating of 242 PS, against the JDM F20C's 250 PS, which is how we know Japan lost peak power in the engine swap.4

Honda Japan, Type S introduction, 22 October 2007variantsThe Type S specification, and the point at which the Type V leaves the lineup.3

Honda Japan, minor model change release, 24 November 2005variantsTwo things at once. It confirms Japan did adopt the 2.2 liter engine, two model years after the US, and it lists the Type V still on sale at that point, which is why the Type V ran to 2007 rather than 2005. English Wikipedia states Japan kept the 2.0 liter; this release shows otherwise.2

Honda global newsroom, S2000 type V announcement, July 2000variantsThe Type V launch, and Honda's description of VGS as the first variable gear ratio steering system in a production car.1

Community count of US market cars, not Honda datapaint-codesThe production figures quoted on the color pages. This is a community compiled tally of all 66,860 US market S2000s, not a registry of surviving cars, so the rarity figures are US market statements rather than worldwide ones.7

Honda Japan model archivepaint-codesThe JDM only colors, including Midnight Pearl, which Honda lists as added in July 2000 and which shares its PB-73P code with a mid 1990s NSX purple.6

Honda brochure scans and dealer paint cataloguespaint-codesPaint codes and year ranges, cross checked against the press releases above. The US list of eleven colors is complete.5

Honda US newsroom, 2009 model year releasepaint-codesThe four Club Racer colors: Rio Yellow Pearl, Grand Prix White, Berlina Black and the CR exclusive Apex Blue Pearl.4

Honda US newsroom, 2006 model year releasepaint-codesLaguna Blue Pearl introduced as a new color for 2006.3

Honda US newsroom, 2003 model year releasepaint-codesSilverstone and Sebring Silver coexisting from 2003 onward.2

Honda US newsroom, 2002 model year releasepaint-codesThe single most doubted claim on any S2000 color chart, settled by Honda directly: Sebring Silver joins the palette, replacing Silverstone Metallic. Silverstone returns for 2003.1

Honda parts catalogue, S2000 interior light diagrambulbsThe interior and trunk lamp bulbs and their required quantities. Honda specifies 12V 5W and gives no trade number, so DE3022 is an enthusiast interchange rather than a Honda figure.7

Honda parts catalogue, HID D2S bulb listingbulbsCatalogued for every model year from 2000 to 2009, with the HID control unit and igniter listed as standard fitment. There was never a halogen low beam S2000.6

Honda US newsroom, 2004 S2000 introductionbulbsHonda announcing the triple beam LED taillights that arrived with the facelift.5

Honda parts catalogue, 2007 S2000 taillight and license light diagrambulbsThe AP2 tail lamp, which contains no dual filament bulb of any kind. This is the evidence that the AP2 tail and brake function is LED and not a serviceable bulb.4

Honda parts catalogue, 2001 S2000 taillight and license light diagrambulbsThe AP1 tail lamp, including the 7443 dual filament bulb and the amber S25 rear turn bulb with its PY21W socket, which is why the correct interchange is a 7507 rather than a 1156A.3

Honda parts catalogue, 2004 S2000 headlight diagrambulbsThe changeover year. It carries both the old and the new socket part numbers, which is the signature of a running change inside model year 2004, so early and late 2004 cars can differ.2

Honda parts catalogue, 2001 S2000 headlight diagrambulbsThe AP1 front lamp contents. Note there is no dual filament bulb anywhere in it, which is why the AP1 parking light is a 5W wedge rather than the 7443 usually listed.1

Community registry data, not HondayearsThe 699 Club Racer total and its 668 plus 31 split by model year. Honda never published a CR production figure.8

Honda global newsroom, end of production announcement, January 2009yearsHonda's announcement that production would conclude by the end of June 2009. Build actually ran into August; Japanese sources give 4 August and English language sources 19 August, and the exact date is not settled.7

Honda US newsroom, accessory hardtop release, September 2001yearsConfirms the hardtop was a dealer accessory rather than a factory option, weighs 44 lb, and fits 2000, 2001 and 2002 cars.6

Honda US newsroom, 2008 S2000 and S2000 CR introductionyearsThe Club Racer specification and Honda's own weight saving figures of 51 lb with the hardtop installed and 99 lb with it removed.5

Honda US newsroom, 2006 model year releaseyearsDrive by wire and VSA, and Honda's statement that the 2006 output figures were restated under the revised SAE J1349 net standard rather than detuned.4

Honda US newsroom, 2004 S2000 chassis press kityearsThe 2004 suspension changes, including the rear toe and roll center revisions, spring rate changes and the steering ratio going from 13.8:1 to 14.9:1.3

Honda US newsroom, 2004 S2000 powertrain press kityearsThe document that settles redline against fuel cutoff. Its 2003 versus 2004 comparison table carries a row labeled "Rev Limit / Fuel Cutoff" reading 8800/9000 for the F20C and 8000/8200 for the F22C1, so the 9,000 and 8,200 figures quoted almost everywhere are the fuel cutoffs, not the redlines.2

Honda US newsroom, model year specification sheets, 2001 through 2009yearsHorsepower and torque figures and their peak rpm for every year: 240 hp at 8,300 rpm and 153 lb ft at 7,500 for the F20C, 240 hp at 7,800 and 162 lb ft at 6,500 for the early F22C1, and 237 hp at 7,800 and 162 lb ft at 6,800 from 2006.1

Worth cross checkingvin-decoderNHTSA's free vPIC decoder will validate any VIN independently, though be aware it is often thin on Honda series and trim fields for this era, so it may not distinguish a Club Racer.5

Not confirmed against a Honda sourcevin-decoderPosition 7. Always 1 on US cars, but the reading given for it comes from enthusiast documentation rather than a published Honda source. Since it never varies on this model it carries no information either way.4

Real VINs from auction and valuation recordsvin-decoderThe grade digit at position 8, confirmed as 4 for the standard car in every year from 2000 to 2009 and 2 for the 2008 and 2009 Club Racer. It does not change at the AP1 to AP2 transition, so it cannot be used to tell the generations apart.3

Honda global newsroom, Suzuka integrated production announcement, February 2004vin-decoderHonda announcing that S2000, NSX and Insight production would transfer from the Takanezawa plant at the Tochigi factory to Suzuka in May 2004. This is what dates the T to S plant letter change, and real 2004 VINs exist with both letters.2

US federal VIN standard, 49 CFR 565.15vin-decoderThe check digit algorithm. Verified by computing the check digit for 24 real S2000 VINs; 23 of 24 validated, the exception being a listing whose serial range and grade digit both fall outside the US pattern.1

Honda US newsroom specification sheets, 2001 through 2009fluids-and-capacitiesEvery year's sheet, including 2004, lists transmission capacity as 1.56 US qt (1.48 L), which rounds to the 1.6 qt change figure here. The 1.7 US qt sometimes attributed to the 2004 manual is the total capacity from its service summary, not a different change quantity.8

Honda S2000 owner's manuals, transmission capacity by yearfluids-and-capacitiesEvery owner's manual specification chart from 2000 to 2009 prints the transmission at 1.6 US qt (1.5 L) for a change and 1.7 US qt (1.6 L) total. The one line service summary at the back of each manual is where the confusion starts: the 2000 to 2003 manuals quote the 1.6 qt change figure there, and the 2004 to 2009 manuals quote the 1.7 qt total. Fill to the bottom edge of the filler hole rather than trusting a number.7

Honda US newsroom, S2000 chassis press releasefluids-and-capacitiesConfirms the electrically assisted steering, which is why there is no power steering fluid, pump or reservoir on this car.6

Honda US newsroom, 2001 S2000 specification sheetfluids-and-capacitiesHonda's underlying transmission figure of 1.56 US qt, which the owner's manuals round to 1.6, and the 7.6 liter total cooling system capacity.5

Honda Owners Site maintenance schedules, 2001 and 2002 S2000fluids-and-capacitiesThe reason the coolant and transmission intervals on this page are split by year. The 2000 and 2001 schedule is substantially shorter than every later year.4

Honda parts catalogue, clutch master cylinder diagramfluids-and-capacitiesThe evidence that the clutch has its own reservoir rather than sharing the brake one. Honda lists a dedicated clutch fluid tank, 46972-SF1-003, with its own cap and mounting band. Only the fluid specification is shared.3

Honda S2000 owner's manual, brake fluid sectionfluids-and-capacitiesHonda's full wording: always use Honda Heavy Duty Brake Fluid DOT 3, with DOT 3 or DOT 4 from a sealed container as a temporary replacement only, and an explicit warning that DOT 5 is not compatible and can cause extensive damage.2

Honda S2000 owner's manuals, 2000 to 2009fluids-and-capacitiesEvery capacity on this page. Engine oil at 5.1 US qt with filter, 4.8 without and 5.9 total; Honda's own term for that last figure is "Total" rather than dry. The differential figures use Honda's term "at overhaul" for the larger number.1

Honda S2000 owner's manuals, 2000 to 2009, specifications pageswheels-and-tiresRear toe-in by year, 0.24 in (6.0 mm) for 2000 to 2003, 0.15 in (3.7 mm) for 2004 to 2009 and 0.22 in (5.6 mm) for the Club Racer, plus the camber and caster figures, the 32 psi tire pressures and the 60 psi compact spare pressure. Earlier versions of this page marked the AP1 and CR rear toe figures as unconfirmed; the manuals settle them.6

Wheel fitment references, cross checked across two independent sourceswheels-and-tiresOffsets and the front and rear hub bore difference. Honda does not publish offsets on its specification sheets, so these do not come from a factory document. The front hub register being larger than the rear is confirmed independently, which is why one set of hubcentric rings will not suit all four corners.5

Honda workshop manual, 2004, wheel alignment sectionwheels-and-tiresCamber, caster and toe with Honda's inspection and adjustment tolerances. This is the source for the tolerance figures quoted above. It states the AP2 rear total toe as 0 deg 24 min, printed as 3 mm (0.12 in) with a 2 mm tolerance, so the owner's manual figure of 3.7 mm (0.15 in) shown above sits inside Honda's own band.4

Honda US newsroom, 2009 S2000 specifications and featureswheels-and-tiresClub Racer tires, 215/45R17 front and 255/40R17 rear on Bridgestone RE070, on the same wheel sizes as the standard AP2.3

Honda US newsroom, 2004 S2000 specification sheetwheels-and-tiresAP2 wheel sizes 17x7 and 17x8.5, tires 215/45R17 and 245/40R17 on Bridgestone RE050.2

Honda US newsroom, 2001 S2000 specification sheetwheels-and-tiresAP1 wheel sizes 16x6.5 and 16x7.5, tires 205/55R16 and 225/50R16.1

Honda service bulletin, 2002, spark plug torquetorque-specsThe document behind the 18 lb ft (25 Nm) spark plug figure shown above. Honda revised it upward from the service manual's original 13 lb ft, so older torque lists still carry the lower number.7

Honda Service News article, 2001, rear axle spindle nuttorque-specsThe document behind the 220 lb ft (298 Nm) figure shown above. Honda revised the rear spindle nut torque upward from the service manual's original 181 lb ft after reports of a pop or creak from the rear of the car when changing direction, so older torque lists still carry 181. The article is documented in the S2KI community retorque writeup, which also recommends going a further 60 degrees past the original torque; that extra turn is community practice, not Honda's instruction.6

Honda S2000 factory service manualtorque-specsThe reference for fastener values where the owner's manual does not cover them.5

Honda S2000 owner's manual, differential fluid sectiontorque-specsThe source of the 33 lb ft (45 Nm) differential plug figure, printed by Honda as Nm, kgf m and lbf ft together.4

Not confirmed against a primary sourcetorque-specsValve cover, oil filter, rear caliper bracket bolts, brake hose banjo bolts and bleeder screws. These come from widely used shop manual transcriptions rather than a Honda page verified here, and circulated community lists disagree with several of them. Treat them as a starting point and check the manual for your year.3

Honda contradicts itself: engine oil drain plugtorque-specsThe factory service manual gives 29 lb ft (39 Nm) with a warning not to over tighten. The owner's manual gives 33 lb ft (45 Nm), which is the figure shown above. Both are Honda's. Use the lower figure if you are working into a tired aluminum pan.2

Confirmed against Honda documentstorque-specsDifferential drain and filler plugs at 33 lb ft (45 Nm), which the owner's manual prints as an explicit pair. Wheel nuts at 80 lb ft (108 Nm). Crankshaft pulley bolt at 181 lb ft (245 Nm).1

Honda US newsroom, model year specification pages, 2001 through 2009dimensionsEvery interior dimension and capacity figure above. Honda's own pages record the 2004 change in shoulder room (49.8 to 50.7 in) and hip room (50.2 to 49.8 in), and a passenger volume restated from 45.1 to 44.8 cu ft on the 2008 and 2009 sheets with no interior change behind it, so both volumes are shown. Honda published no specification page for the 2000 model year; the 2000 figures match the 2001 page and secondary listings, and are presented on that basis. The oil and coolant figures on those pages are total system capacities, which is why they differ from the change quantities on the fluids page.7

Honda US newsroom, S2000 body press releasedimensionsHonda's own metric figures, including 4,120 mm overall length, and the 50:50 weight distribution claim that conflicts with the specification sheets.6

Honda US newsroom, 2009 S2000 specifications and featuresdimensionsThe 2,864 lb standard weight and the Club Racer at 2,813 lb, 2,765 lb without the hardtop. Also confirms the CR shares the standard car's exterior dimensions.5

Honda US newsroom, 2006 S2000 specification sheetdimensionsThe 2,855 lb curb weight, and the point where Honda's published weight distribution changes from 49:51 to 50:50.4

Honda US newsroom, 2004 S2000 specification sheetdimensionsThe height change to 50.0 in and the 2,835 lb AP2 curb weight.3

Honda US newsroom, 2003 S2000 specification sheetdimensionsConfirms the AP1 figures are unchanged across 2001 to 2003.2

Honda US newsroom, 2001 S2000 specification sheetdimensionsWheelbase, length, width, track, AP1 curb weight, fuel and cargo capacity.1

Honda S2000 owner's manual, 2009maintenanceThe dust and pollen filter and its 15,000 mile urban interval.5

Honda parts cataloguemaintenanceAll part numbers on this page. The correct oil filter is 15400-PCX-004, now supplied as 15400-PCX-306; the common 15400-PLM-A02 is not catalogued for the S2000.4

Honda Owners Site maintenance schedules, 2007 to 2009 S2000maintenanceThe Maintenance Minder codes and the items that sit outside it, including the 160,000 mile idle speed inspection.3

Honda Owners Site maintenance schedule, 2002 S2000maintenanceThe long fixed schedule for 2002 to 2005: coolant at 120,000 then every 60,000, plugs and valve inspection at 105,000 miles or 7 years, brake fluid every 3 years.2

Honda Owners Site maintenance schedule, 2001 S2000maintenanceThe early schedule, 2000 and 2001 only: coolant at 45,000 miles then every 30,000, transmission fluid at 90,000, idle speed check at 105,000.1

Faceliftuk2004 to 20092

The 2004 facelift reached the UK with the new lights, bumpers, 17 inch wheels and interior, but the 2.2 liter engine never did: UK and European cars kept the F20C 2.0 for the entire run. What looks like an AP2 in the UK is an AP2 body over AP1 running gear, which is why UK owners call these cars facelift AP1s. The AP2 model years on this site describe the US cars.

GTuk1

UK trim from 2002: the factory hardtop and an outside temperature gauge, at £27,850 against £27,300 for the roadster. Mechanically standard. Not to be confused with the 2009 GT Edition 100, a 100 car run out special in Grand Prix White with red leather.

Type Sjapan2007 to 20092

The JDM counterpart to the CR: the same wing and splitter, a retuned but softer suspension, and it keeps the soft top. Never sold new in the US, and the 25 year import rule does not reach the first 2007 cars until 2032.

Type Vjapan2000 to 20071

JDM only, July 2000 to October 2007. Adds VGS, a variable ratio steering rack that quickens as you add lock: fast at parking speeds, calmer on the highway. Never offered outside Japan, and the badge on an import is the tell. It outlived the November 2005 switch to the 2.2 liter, so late Type Vs are F22C cars. Everything else is standard S2000.

CR, Club Racerunited-states2008 to 20091

699 built, 668 for 2008 and 31 for 2009, US only. The soft top is deleted for a removable aluminum hardtop and tonneau, springs and dampers are stiffer, the steering returns to the AP1's quicker 13.8:1 rack, a rear brace fills the soft top cavity, and the front spoiler and rear wing cut lift by 70 to 80 percent. Less sound deadening, no spare wheel. Honda quoted 51 lb saved with the hardtop on, 99 with it off. Air conditioning and audio were factory options, and only 59 cars left without them. The most collectible factory S2000; the VIN decoder identifies a real one.

AP2chassis-codes2004 to 20092

The 2004 refresh. In the US the F22C1 2.2 liter added torque, with an 8,000 rpm redline and fuel cut at 8,200. Wheels went to 17 inches, the suspension was revised to calm lift throttle snap, steering slowed from 13.8:1 to 14.9:1, and the lights and bumpers were updated. 2006 added drive by wire and stability control. Japan kept the 2.0 liter until November 2005, and the JDM 2.2 was rated 242 PS against the 2.0's 250, so Japan lost peak power in the swap. Europe, the UK and Australia kept the F20C for the whole run. Year by year detail is on the model years pages.

AP1chassis-codes2000 to 20031

The original. The F20C 2.0 liter revs to an 8,800 rpm limit with fuel cut at 9,000. At launch it had the highest specific output of any mass produced naturally aspirated car engine, 125 PS per liter in Japanese tune and 120 in the 240 hp US and European tune, a record that stood until the Ferrari 458 in 2010. 16 inch wheels, the sharpest suspension tune, and a plastic rear window until the 2002 glass update.