Small two-seater sports cars are a rarity these days, as buyers gravitate toward SUVs and pickup trucks in massive numbers. In the early 2000s, however, the market was active enough to support a few roadsters, including one from an unlikely source: Honda. The S2000 was a Honda engineer’s dream project, as the car brought speed, handling, and aerodynamics together in a way that not many other vehicles did.

The S2000 had a decent run on the market, selling between 2000 and 2009 in the United States. The housing market crash and subsequent recession, coupled with the beginnings of the SUV revolution, put a damper on Honda’s S2000 dreams. The car was ultimately retired, and Honda has not released a comparable model since. That said, the automaker is in the early stages of a shift to electrification, so it’s possible a small sports car will make it through development as things progress.

Though it’s been off the market for more than a decade, the S2000 is still a popular car. Used car shoppers may also consider the Mazda Miata, the Subaru Impreza WRX or BRZ, the Toyota GR86, the Acura Integra, the BMW Z4, or the Nissan Z. Other two-seat cars are typically much more expensive and feature hardcore performance components like carbon fiber and dual-clutch gearboxes.

Honda never made an S2000 Type R, but the car’s charming high-redline VTEC engine and incredible fun factor, regardless of model year, make it one of the more engaging Japanese cars ever made.

Generations: Two

• Honda S2000 1st Generation
• Honda S2000 2nd Generation

Pros: Fast and Furious in the metal, telepathic handling and cornering, high-revving VTEC engine
Cons: Basic interior, almost no storage space

Honda S2000 AP2 Generation (2004-2009)

The second and final S2000 generation began in 2004 with the AP2 chassis cars. Honda moved production to Suzuka, Japan and introduced multiple updates and upgrades for the cars, including larger wheels, revised suspension, an updated subframe, and more. The cars also got a significant facelift, with new taillights, revised bumpers, new headlights, and updated exhaust outlets.

Honda massaged the S2000’s powerplant, increasing displacement to 2.2 liters. Torque climbed to 162 pound-feet, but horsepower remained steady. The six-speed manual box got revised gearing with shorter ratios for the first five gears and longer legs for the sixth.

Honda’s improvements to the AP2 generation S2000 didn’t make an insane difference in acceleration, but handling got a significant improvement. Oversteer, which is when the rear wheels lose traction and rotate in a turn, was minimized, and the car’s traction control let just enough movement through for the driver to have fun without losing the rear end in corners.

In 2008, Honda released a track-oriented S2000 Club Racer, or S2000 CR. The car featured a reduced curb weight, thanks to normally standard features being shifted to options. The car left the factory without a stereo or air conditioning, and Honda removed the soft top option in favor of a black hardtop. Rather than a folding design with a soft rear window, it got a removable top.

Honda S2000 AP1 Generation (2000-2003)

The first-generation S2000 wore the AP1 designation for its chassis and featured an enthusiast-friendly front-engine, rear-drive layout. Honda developed the car completely in-house, relying closely on engineering doctrines and best practices rather than buzzy marketing gimmicks. The automaker focused on building a small, lightweight car with no wasted space, and the results became a legend. Honda already had the insane NSX in its catalog, but the Japanese automaker now needed a sports car for the masses.

The S2000 came powered by a 2.0-liter four-cylinder engine that made up to 247 horsepower. A six-speed manual transmission was the only option, and Honda didn’t fool around with front-wheel drive (FWD). The cars were rear-wheel drive (RWD) exclusively, making them an excellent platform for tuning and third-party development. The first-generation Honda S2000 also made a great platform for bodywork and customization. Beyond wringing everything possible out of the VTEC engine, tuners looked to custom hardtops and soft tops, upgraded drivetrain components, a larger spoiler, and even turbos. Honda slapped on sticky Bridgestone Potenza tires at the factory as well.

With all the hype around the car now, it’s easy to imagine it offered a ton of great luxury features and high-end tech, but the truth is that Honda focused almost solely on performance, handling, and precision. The cars got 16-inch wheels with Bridgestone performance tires, independent rear suspension, a Torsen limited-slip differential, and double wishbone suspension. Further bolstering its street cred, Honda claimed the AP1’s engine to be the most powerful naturally aspirated production engine in the world.