Honda Refuses to Share S2000 Revival: Next-Gen Sports Car Must Be Pure Honda, Despite High Costs

Honda Refuses to Share S2000 Revival With Another Brand: Maintaining “Honda DNA” is the Priority

Honda wants a new S2000, but the chances of the iconic roadster making a comeback are increasingly slim. While the desire to revive the model exists among engineers, the project faces two major roadblocks: high development costs/low sales volumes and Honda’s firm opposition to sharing development with another brand. Tomoyuki Yamagami, Chief Engineer of the newly revived Prelude, confirmed that any new S2000 must be a pure Honda through and through, preserving the “Honda DNA” that defined the original model’s high-revving, rear-wheel-drive purity.

The Obstacles: Cost, Complexity, and Market Reality

The primary reasons Honda has not developed an S2000 successor are financial and structural.

• Financial Barrier: Developing a dedicated sports car platform from scratch is “very expensive.” Low anticipated sales volumes in a market where “the younger generation cannot afford [to buy them]” make it a poor business case.
• Platform Gap: Honda currently lacks a suitable, dedicated rear-wheel-drive platform for a new roadster. Models like the Civic Type R and Prelude benefit from sharing parts with existing front-wheel-drive platforms, making their pricing more attainable.
• Unwillingness to Share: The easiest way to cut costs—sharing development with a rival (like the Toyota GR Supra/BMW Z4 or Toyota GR86/Subaru BRZ)—is strictly opposed by Honda’s engineers.

Preserving the “Honda DNA” at All Costs

Honda’s engineers view the S2000’s mechanical purity as a non-negotiable part of the brand’s identity.

• The VTEC Heritage: The original S2000, which launched in the U.S. with a 2.0-liter four-cylinder VTEC engine producing 240 horsepower, was celebrated for its extreme high-revving nature (up to 9,000 rpm) and one of the “slickest six-speed manual gearboxes ever engineered”.
• The Purist Formula: The car’s focused appeal was rooted in its naturally aspirated engine, rear-wheel drive, and manual transmission. Driving the S2000 required the driver to push the car hard, which was “part of the fun”.
• Against Modern Trends: Honda now prefers turbocharging or hybridization for power, which conflict with the original S2000’s high-revving, naturally aspirated appeal. Yamagami-san stated, “We know what is expected from Honda [S2000], so what is important for us [is to] keep Honda’s DNA”.

The Dilemma: Legacy vs. Modern Powertrains

The biggest threat to a potential S2000 revival is not the cost, but the modern powertrain requirements that could dilute its appeal.

• Diluting the Nameplate: Yamagami-san admitted that a hybrid S2000, particularly without a manual transmission option, “would probably be a stretch too far for the enthusiasts who loved the original model”. The complexity and character change of modern turbo or hybrid systems would clash with the car’s simple, analog spirit.
• Unlikely Future: Based on the commitment to avoiding parts-sharing and the misalignment with its current powertrain strategy, the chief engineer’s comments strongly suggest that a new S2000 is unlikely to become a reality anytime soon.

The best hope for enthusiasts remains with well-maintained used examples, as preserving the integrity of the S2000’s legendary legacy seems to outweigh the financial incentive of a collaboratively built or hybridized successor.

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