Roughly the same size as its roadster rivals, the S2000 has perhaps the highest chassis rigidity of the whole lot, up to and including Chevy's formidable Corvette Convertible. A stiff chassis is the fundamental prerequisite for precise handling, because it al-lows suspension engineers to tune spring rates, shock absorber damping, and bushing durometers to achieve exactly what they want in terms of ride and response -- the components aren't required to compensate for chassis flex.Like all current Honda automobiles, the S2000's suspension is independent, with control arms (as distinct from struts) at all four corners. It is distinguished from any other current Honda cars, however, by its front-engine, rear-drive layout, a platform developed specifically for this limited-edition roadster. The same can be said for the engine, one of the most audacious pieces of engineering offered in any production automobile today. Although it shares some of its architecture with the Prelude's 2.2-liter four, as well as the latest iteration of Honda's versatile VTEC variable valve timing and lift system, the S2000's 2.0-liter version operates in a realm we ordinarily associate with racing engines. For example, the second, more radical set of camshaft lobes that distinguish the VTEC system don't go to work until the tachometer has reached 6000 rpm. Peak torque, a modest 153 pound-feet, comes on at 7500 rpm. Horsepower doesn't peak until 8300 rpm, and the electronic rev limiter doesn't assert itself until 9000 rpm. All of this is common enough in competition engines -- current Formula One engines, for example, rev beyond 17,500 rpm -- but unique in street cars. Here's the capper: The S2000 engine generates 240 horsepower -- 120 horsepower per liter; that's more horsepower per liter than any other production-car engine on the planet. Honda's 2.0-liter tiger is mated to a six-speed manual transmission with very short throws and wonderfully precise engagements that enhance the driving experience -- again, race car reminiscent -- and the only transmission choice. No automatic will be offered. The S2000's visual appeal, in our opinion, doesn't quite measure up to its extraordinary mechanical credentials. The car has classic roadster proportions -- a long hood, which permits the entire mass of the engine to sit behind the centerline of the front axle, and short rear deck. But it looks a little slab-sided and plain compared to its rivals. Fortunately, that impression is likely to be overpowered by the sensations that occur once you're behind the wheel.
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