Honda · 2000–2009 · track setup

S2000 AP1

A front-mid-engine roadster with a stiff X-bone frame, a 9,000 rpm AP1 engine and a quick rack, built to be driven at the limit. The AP1 is sharper and more nervous; Honda's 2004 AP2 update made it more stable with longer gearing, more torque, bigger wheels and revised rear geometry, and the 2008–09 CR is the most track-focused factory version. It is a demanding but deeply rewarding track car that needs tidy inputs and good rear-tire management.
Engine
2.0 L inline-four (F20C, AP1 2000–03) / 2.2 L inline-four (F22C1, AP2 2004–09)
Power
237–240 hp (240 hp AP1 at 8,300 rpm; AP2 240 hp at 7,800 rpm, re-rated 237 hp from 2006)
Weight
≈2,765–2,865 lb
Layout
Front-engine
Drive
RWD
Performance planner ↓

These are starting points gathered from the sources listed at the bottom, not a guarantee. Cars, tires and parts vary: have a reputable alignment shop set your car, check factory specs for road use, and change one thing at a time.

01On track

Strengths
  • +Very stiff chassis and quick, precise steering (13.8:1 on AP1 and CR)
  • +High-revving, durable engines and a superb gearbox
  • +Near 50/50 weight distribution and a Torsen-type limited-slip
  • +Integrated roll hoops from the factory
Watch out for
  • −AP1 is twitchy at the limit; rear toe settings matter a lot
  • −Little torque low down, so you live high in the rev range
  • −Stock rotors and lines are marginal under hard track use
  • −Rear differential can be damaged by inside-wheel lift; oil can run hot

02Alignment

Where to start the alignment.

Alignment · starting points
VIEWED FROM BEHIND · CAMBER EXAGGERATED ×3-2.7°FRONT L-2.7°FRONT R-3.2°REAR L-3.2°REAR R
FrontRear
Camber-2.7°-3.2°
Toe01/4" in total (AP1; AP2 typically runs less)
Caster6.0°—

A shop/media track sheet developed on an AP1. Note it runs more camber at the rear than the front, the opposite of the racer setup below, so sources disagree.

Sources [13]

Hot pressure target
≈36–40 psi hot on Hoosier R-compound (2,600–3,000 lb bracket)

Hoosier's table, from 26–30 psi cold. Never bleed hot tires back to cold. The factory street cold pressure is 32 psi. No S2000-specific hot target for 200TW tires was verified. [6,14] Work out your cold pressure →

03Tires & brakes

Tires and brakes

  • 200TW endurance
    • Bridgestone Potenza RE-71RZ (successor to the RE-71RS)
    • Yokohama Advan A052
    • Falken Azenis RT660+
    255/40R17 square on 17x9 is a common racer setup (the wider front helps low-speed push). Factory: AP1 205/55R16 front, 225/50R16 rear; AP2 215/45R17 front, 245/40R17 rear; CR 255/40R17 rear.
    Sources [1,2,4,7,15,16,17]
  • R-compound / slick
    • Hoosier A7 / R7
    17" preferred: 16" sidewalls are tall and 18" R-compounds cost more
    Sources [7,14]
Brake pads

One racer's progression: Hawk HPS for a first track day, Hawk HP+ as a beginner track pad, then Carbotech XP10 front and XP8 rear. With big-brake calipers, Hawk DTC-60 is the most common track pad. Honda changed the front pad material on the AP2 for better fade resistance.

Brake fluid

High-boiling racing fluid such as ATE Super Blue or Type 200 (the racer's choice), changed before the first event, with stainless lines.

Add brake ducts once you move to R-compound tires. [7,9,10]

04Known issues on track

Fix these before they find you.

  • AP1 valve retainers and over-revs

    A racer who documents his S2000s reports AP1 valve retainers cracking from the inside out after many high-rpm track days, with one dropping a valve; he fits upgraded retainers for regular track use. The 2.2 L AP2's lower redline is easier on the valvetrain. Owner consensus puts the mechanical over-rev danger zone at around 10,500 rpm and up, so a missed downshift is the real risk. [7,11]

  • Oil level, temperature and slosh

    Check oil at every fuel stop and before each session. On track, oil can approach 300°F, so an oil cooler is recommended, especially in hot weather. A larger or baffled aftermarket pan prevents slosh starvation (baffles added to the stock pan have been reported to crack), and a catch can helps with blow-by smoke in long right-handers. Secure the oil filter. [7,11]

  • Differential and wheel lift

    The stock Torsen-type diff behaves like an open diff when the inside rear wheel lifts, and wheel lift can damage the diff, output shafts and axles. Treat the diff as the drivetrain's weak link and change its fluid at least yearly. Sources disagree on viscosity: the racer runs 75W-140, an owner site lists 75W-90 GL-5. [8,11]

  • Brakes: rotors and lines

    Stock rotors cracked every few track days in one racer's experience, and stainless lines plus ducts are recommended once you run R-compounds. Owner advice is to replace old rubber brake lines (over five years) before tracking. [7,9,11]

  • Roll hoops and HPDE rules

    Honda fitted integrated roll hoops, but many tracks and clubs require an aftermarket roll bar, and some insist the soft top is down. Organizers commonly apply a "broomstick" helmet-clearance test to open cars. Confirm your organizer's rule before the event. [7,12]

05Modification roadmap

In the order that pays off.

  1. 0
    Safety & reliability first

    Safety and reliability first

    • Roll bar that meets your organizer's ruleMany tracks do not accept the factory hoops.
    • Upgraded valve retainers (AP1 on regular track duty)Cracked retainers can drop a valve.
    • Oil cooler and a baffled or larger panOil can approach 300°F and slosh in long corners.
    • Stainless lines, fresh high-boiling fluid and track padsOld lines and street pads are the usual brake failures.
  2. 1
    Tires & alignment

    Tires and alignment

    • Track alignment with adjustable ball joints and rear linksUnlocks the camber the tires need and lets you set rear toe for stability.
    • 200TW tires, 255/40R17 square on 17x9More front grip reduces push and evens wear.
  3. 2
    Suspension & brakes

    Suspension and brakes

    • CoiloversLower ride height also allows more negative camber.
    • Brake ducts and stronger rotors or a big-brake kitStock rotors crack under sustained track use.
  4. 3
    Power & aero

    Power last

    • Intake, header or forced inductionOnly after oil, valvetrain and brakes are handled.

Common classesSCCA Solo 2026: C Street (non-CR) and A Street (CR); C Street Touring (non-CR) and A Street Touring (CR); C Street Prepared.

06Performance planner

What each upgrade is worth on this car.

Pick upgrades and see the estimated lap-time change on a reference circuit, how much margin your brakes and engine have late in a session, and which changes buy durability rather than speed.

Performance planner · S2000 AP1 / AP2Model estimate
Tires
Brake pads
Brake fluid
Brake cooling
Brakes
Alignment
Suspension
Differential
Weight
Power
Cooling
Oil system
Aero
1:49.99stock 1:49.99−0.0%

Reference circuit (fictional, 3.5 km). Late lap includes brake fade and heat derating once the system runs out of margin.

T1T2T3T4T5T6T7T8SPEED · your plan vs stock · top 120 mph
Brake fade marginFades
Engine heat marginHolds
Oil starvation riskLow
Tire life (relative)100%
Sensitivity · each upgrade alone vs stock (late lap)
  • R-compound tires−5.55%load ↑
  • 200TW endurance tires−2.78%load ↑
  • Track alignment−0.89%
  • Street/track pads−0.79%durability ↑
  • Race pads−0.79%durability ↑
  • High-temp fluid−0.79%durability ↑
  • Brake cooling ducts−0.79%durability ↑
  • Splitter + wing−0.77%
  • Big brake kit−0.76%durability ↑
  • Coilovers + sway bars−0.74%
  • Limited-slip differential−0.29%
  • Lighter wheels + seat−0.25%
  • Oil cooler + radiator±0durability ↑
  • Oil system (baffles / accumulator)±0durability ↑
  • Intake, exhaust, tune±0load ↑
This car’s roadmap below starts with: Roll bar that meets your organizer's rule · Upgraded valve retainers (AP1 on regular track duty) · Oil cooler and a baffled or larger pan · Stainless lines, fresh high-boiling fluid and track pads

Estimates from a simplified point-mass lap simulation of S2000 AP1 / AP2 (2,766 lb, 237 hp) on a fictional circuit, with generic effects for each upgrade category. Good for comparing options on the same car, not for predicting your lap time. Real results depend on the driver, the exact parts, the track and the conditions. Durability starts lower on this car because of its known issues: oil starvation.

Free printable setup sheet →

Sources

Last reviewed 2026-10-18. Summaries are TRACK’s own wording; follow the links for the original detail. Product and brand names belong to their owners.

  1. [1]2002 Honda S2000 SpecificationsHonda News · accessed 2026-10
  2. [2]2004 Honda S2000 Introduction – Part 1Honda News · accessed 2026-10
  3. [3]2006 Honda S2000 SpecificationsHonda News · accessed 2026-10
  4. [4]2008 Honda S2000 Specifications and FeaturesHonda News · accessed 2026-10
  5. [5]2008 Honda S2000 ChassisHonda News · accessed 2026-10
  6. [6]S2000 AlignmentRob Robinette (S2000 racer) · accessed 2026-10
  7. [7]S2000 Track EvolutionRob Robinette (S2000 racer) · accessed 2026-10
  8. [8]S2000 DifferentialRob Robinette (S2000 racer) · accessed 2026-10
  9. [9]S2000 RacingBrake big brake kitRob Robinette (S2000 racer) · accessed 2026-10
  10. [10]AP2 chassis changes (owner site reproducing Honda material)s2000.club · accessed 2026-10
  11. [11]155 tips (owner consensus)s2000.club · accessed 2026-10
  12. [12]MiataCon 2023 – Lime Rock Park event requirements (SCDA convertible and roll bar policy)Sports Car Driving Association via MotorsportReg · accessed 2026-10
  13. [13]S2000 Track Spec Alignment SettingsSpeed Academy (hosted by s2000.club) · accessed 2026-10
  14. [14]A7/R7 Care and Safety Guidelines (Hoosier Racing Tire guidance)Hoosier Racing Tire (hosted by R & S Racing) · accessed 2026-10
  15. [15]Bridgestone Potenza RE-71RZ LaunchTyre Reviews · accessed 2026-10
  16. [16]ADVAN A052Yokohama Tire · accessed 2026-10
  17. [17]2026 SCCA National Solo Rules (Appendix A car classifications)Sports Car Club of America · accessed 2026-10
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