Cars are depreciating assets, no matter how you look at them, that is unless you own a rare model. Yes, they still exist, and here five reasons you should get one now. The CR came with an OEM hardtop, a bigger spoiler and large front splitter for downforce, a quicker steering rack, a stiffer suspension, and stickier Bridgestone RE tires.
Other modifications including black lug nuts, a spherical shift knob, and grippier cloth seats. After all, prices are only going up from here.
Which model year Honda S are you looking for? Its redline was at 8, rpm, although most will say 9, The to models were referred to as the AP2 The AP2 models received with a minor facelift, a more-compliant suspension, and a more robust 2.
Some owners complained of twitchy handling, particularly a sensitivity to mid-corner bumps. Setting an early S's alignment to European specifications is also supposed to tame the handling somewhat.
Further, the lack of torque required a frenzied driving style that wasn't suited to a casual Honda fan. The later model, the AP2, received a four-cylinder with increased displacement to 2. The suspension was also retuned for more compliance. But overall, it wasn't that the S was flawed as much as it was highly sensitive to inputs and a bit demanding. The early cars especially didn't flatter novice drivers.
The later ones have a more approachable limit, but still require skilled hands to get the most out of them. Contrast this high-revving scalpel with Honda's current performance banner carrier, the Civic Type R. The S is classically styled, demands a bit of respect, and exists to shred air molecules with Swiss watch precision.
The Type R huffs boost and is cheat-code fast in almost anyone's hands. Also, while I like the R, it does look like it should come with a Brian Earl Spilner commemorative vape pen. Over the decade that it was built, some 66, Ss found homes in the US. It was roundly outsold by competitors like the Porsche Boxster, although these days the S has the last laugh by having the better resale.
After all, who wouldn't rather maintain an old Honda instead of an old water-cooled Porsche? The S wasn't for everybody. It's still not for everybody. You have to be something of a dyed-in-the-wool Honda enthusiast like Soo and his fellow club members.
Or at least you have to be able to appreciate what a special machine the S was, arriving when it did. Consider that, in , nearly all the giants of Japan were dead. But here was Honda, flying in the face of reason with a car that boasted insane rev limits and a naturally-aspirated outputs that perhaps only Ferrari could match.
The S picked up the torch dropped by the titans of the bubble economy, and carried it forward. A car like the S isn't likely to happen again. But rejoice that it did, and that it can still take its place proudly alongside some of the most rewarding sports cars produced by Japan.
Owners understand this. Judging from their new accessories catalogue, so does Honda.
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