The AP1 S2000 is Honda's legendary 9,000 rpm roadster, built around one of the highest specific-output naturally aspirated engines ever produced. The F20C is a robust unit when properly maintained, and many examples have exceeded 200,000 km on original internals. As a car now 22-26 years old, condition varies enormously. The biggest ownership risks relate to the valve retainers on track-driven cars, timing chain tensioner wear, gearbox synchro degradation, and soft top deterioration.· more· less
Legendary F20C engine durabilityStrong community and parts support
Valve retainers weak on AP1Soft top degrades with age
Buy if: You want an analog driving experience with a high-revving engine and can find a well-documented, unmodified example with fresh timing chain tensioner.
Avoid if: You need a low-maintenance convertible for daily use or cannot verify the car's mechanical and modification history.
Price & maintenance
Used price
€29,700
median asking price, typically 120,000 km
Typical range€25,600 – €33,900
Maintenance cost
€850 – €1,650/year
at 15,000 km/year
Fixed costsservice, tyres, brakes€500 – €900 /yr
Risk bufferunplanned repairs€350 – €750 /yr
Price estimates are based on German asking prices. Prices and costs vary by vehicle condition and location.
Ownership costs
Maintenance assumes 15,000 km a year. Price estimates are based on German asking prices. Prices and costs vary by vehicle condition and location.
Used price
€29,700
Typically €25,600 – €33,900, at around 120,000 km.
AP1 intake valve retainers crack under sustained high-rpm use, risking catastrophic valve drop · more· less
The AP1 F20C uses intake valve retainers that are known to develop cracks, particularly on cars that have been driven hard or accidentally over-revved past the 9,000 rpm fuel cut-off. A mechanical over-rev from a missed downshift is the most common trigger. If a cracked retainer fails completely, the valve drops into the cylinder and causes catastrophic engine damage requiring a full rebuild (€4,000-8,000+). Preventive replacement with upgraded AP2-spec retainers costs roughly €400-600 including labor at a specialist. Honda revised the retainer design for the AP2. Any AP1 with unknown history or track use should have this work done as a precaution. The retainers can be inspected with the head in place by a knowledgeable specialist.
Timing chain tensioner wear
€600 - 1,5002 of 8
Hydraulic tensioner loses pressure over time, causing rattle and risking timing chain skip · more· less
The F20C uses a hydraulic timing chain tensioner that gradually wears, especially on engines that have spent considerable time at high rpm. Symptoms include a metallic rattle or ticking on startup (warm or cold) that may last a few seconds or become constant as the condition worsens. If the tensioner fails completely, the chain can skip teeth, causing valve-to-piston contact. Replacement involves fitting an updated tensioner along with new chain guides. Parts cost around €200-400, but labor runs 4-6 hours due to access requirements. Total repair at a specialist shop typically runs €600-1,200. Honda released updated tensioner parts. This is widely considered a preventive maintenance item on any AP1 approaching or exceeding 100,000 km.
2nd/3rd gear synchro wear
€1,200 - 2,5003 of 8
Aggressive shifting or cold gearbox use grinds the synchros, particularly 2nd gear · more· less
The S2000 gearbox is known for synchro wear, particularly on 2nd gear. Aggressive shifting, track use, and shifting before the gearbox oil is warm all accelerate wear. Symptoms include grinding or resistance when selecting 2nd or 3rd gear, especially from cold. The issue is worse on earlier MY2000-MY2002 cars. Honda's factory solution was complete gearbox replacement, which is expensive. Specialist rebuild with new synchros, bearings and seals costs €1,200-2,000 for parts and labor. A used replacement transmission costs roughly €1,200-1,500. Using quality gear oil (Honda MTF or equivalent) and allowing the gearbox to warm up before spirited driving helps extend synchro life. AP1-specific 1st and 2nd gear synchros have become increasingly difficult to source.
Soft top degradation and water ingress
€1,200 - 2,5004 of 8
Canvas and rear window deteriorate with age; drain channels clog and cause water to enter the cabin · more· less
On a car now 22-26 years old, the soft top is almost certainly showing wear unless it has been replaced. MY2000-MY2001 cars have a plastic rear window that creases, clouds, and eventually cracks. MY2002+ switched to a glass window. The fabric itself wears at contact points where the roof frame touches when folded. Drain channels behind the A-pillars clog with debris, causing water to pool and leak into the cabin or boot. A quality aftermarket replacement top with glass window and professional installation runs €1,200-2,000 in Europe. OEM Honda tops are largely discontinued and command premium prices when available. Many AP1s on the market have already had at least one top replacement. Check for dampness under the carpets and in the boot.
Oil consumption at high rpm
€50 - 2005 of 8
F20C engines commonly consume oil when driven above VTEC engagement, approximately 1 liter per 3,000-5,000 km · more· less
Oil consumption on the AP1 F20C is a well-known characteristic rather than a defect. The VTEC system uses oil pressure to actuate the solenoid, and oil that passes through is not recirculated. Combined with the PCV system design and piston ring tolerances suited for high-rpm operation, consumption of 0.5-1 liter per 3,000 km is considered normal for a frequently revved AP1. Consumption above 1 liter per 1,500 km indicates ring wear or other internal issues. The key risk is not the consumption itself but the consequences of running low on oil in a high-revving engine. Oil starvation during hard cornering can damage bearings and cylinder walls. Use quality full-synthetic oil (avoid certain brands like Mobil 1 which some owners report burns faster in F20C engines), check the level every 1,000 km, and top up as needed.
Rust on subframe and rear wheel arches
€500 - 2,5006 of 8
Subframe, wheel arch lips, and boot floor corrode in salt-exposed climates · more· less
Honda did not apply extensive underside protection to the S2000. The rear rubber arch protectors trap moisture and road salt against the bodywork, accelerating corrosion. Common rust areas include the rear wheel arch lips (inside the arch), the front arches behind mud flaps, the front subframe, and the boot floor above the exhaust. Cars from coastal regions or countries that use road salt are most affected. Surface rust on structural components can be treated, but advanced corrosion on the subframe may require professional welding and coating (€1,000-2,500 depending on severity). Prevention includes removing the rubber arch protectors and applying protective underseal. Always inspect these areas thoroughly on any purchase candidate.
Clutch master/slave cylinder failure
€200 - 5007 of 8
Hydraulic clutch components wear out after extended use, causing spongy or heavy clutch pedal · more· less
The clutch master and slave cylinders are wear items that typically need replacement after 120,000-180,000 km. Symptoms include a spongy clutch pedal, difficulty engaging gears, or a clutch pedal that stays down. The repair is straightforward and inexpensive. An OEM master cylinder costs roughly €60-80, the slave cylinder €50-70, and labor is 1-2 hours. It is standard practice to replace both cylinders simultaneously. Some owners also report the clutch pedal becoming progressively heavier over time due to insufficient lubrication at the release fork and bearing, which can be resolved by re-greasing the internal components.
Oil jet banjo bolt restriction (MY2000-mid 2002)
€200 - 5008 of 8
Early cars have 2-hole banjo bolts that restrict oil flow to cylinder 4, risking premature wear · more· less
Cars built before spring 2002 were fitted with 2-hole banjo bolts for the piston oil squirters instead of the improved 4-hole design. The restricted oil flow can cause inadequate cooling of cylinder 4 in particular, leading to premature ring and bearing wear. Honda issued a recall to replace these with 4-hole bolts. The repair involves removing the oil pan and swapping the bolts, which takes 2-4 hours. Parts are inexpensive (under €50 for the bolts). Any AP1 built before mid-2002 should have this recall verified. If the banjo bolts have not been upgraded, the work should be done immediately as a precaution.
Robust engine, but age and driving history matter enormously
The F20C is widely regarded as one of the most durable high-revving engines Honda ever produced, and examples with 200,000+ km on original internals exist. However, every AP1 is now over 20 years old, and the car's condition depends heavily on how it was driven and maintained. Valve retainers, timing chain tensioner, and synchro wear are the headline mechanical concerns. The soft top and rust are the main age-related issues. A well-maintained, unmodified car with documented service history is a different proposition entirely from a neglected or heavily modified example.
Service history
Complete Honda dealer or specialist records are essential. Verify oil change intervals (every 8,000-10,000 km with full synthetic) and timing chain tensioner service.
Modification check
Inspect for aftermarket parts: exhaust, intake, ECU tune, lowered suspension. Unmodified cars are significantly more desirable and typically better maintained.
Cold start
Start the engine completely cold. Listen carefully for any rattle, ticking, or chain noise in the first 30 seconds. This is the most revealing moment.
Test drive
Drive for at least 30 minutes including spirited driving above VTEC engagement (approximately 6,000 rpm). Monitor oil pressure gauge, temperature, and listen for unusual sounds.
Specific for this vehicle
Listen for timing chain tensioner rattle on startup
A metallic rattle or ticking in the first 5-30 seconds of a warm or cold start indicates a worn tensioner. Constant rattle means urgent replacement is needed.
Test 2nd gear engagement from cold
Shift deliberately into 2nd gear before the gearbox is fully warm. Any grinding or resistance indicates synchro wear. Also test 3rd gear under load.
Check valve retainer service history
Ask whether the AP1 intake valve retainers have been replaced with AP2-spec units. If unknown, budget for preventive replacement, especially if the car has been tracked.
+ 4 more checksShow less
Inspect soft top condition and drain channels
Check fabric for tears, wear marks, and frame contact damage. Test the rear window for cracks or cloudiness. Run water over the closed top and check for leaks inside the cabin and boot.
Check for rust on subframe and wheel arches
Inspect the rear wheel arch lips (peel back the rubber protectors), front subframe, and boot floor above the exhaust. Surface rust is treatable; structural corrosion is a deal-breaker.
Verify oil jet banjo bolt recall (MY2000-mid 2002)
Cars built before spring 2002 should have had the 2-hole banjo bolts replaced with 4-hole versions. Verify with Honda using the VIN or check the oil pan bolts directly.
Check oil level and consumption rate
Oil level should be between marks on a warm engine. Ask the owner about consumption rate. Up to 1 liter per 3,000 km is normal; significantly more suggests internal wear.
Seat belt retractor malfunction (MY2000)Verify completed
Convertible top cover / seat belt slack (MY2000)Verify completed
Tail light / side marker lens non-compliance (MY2000)Verify completed
Contact Honda with the VIN to verify all recalls have been completed. The oil jet banjo bolt recall is particularly important for MY2000-MY2002 cars as it directly affects engine longevity.
Warranty Status
Factory warranty (3 years / 100,000 km)Expired on all AP1 cars
Rust perforation warrantyExpired (typically 6 years from new)
All AP1 S2000s are well outside their original factory warranty. No extended warranty programs are available from Honda for this model. Third-party warranty providers rarely cover cars of this age. Budget for self-insured repairs.
Sources: Research draws on model-specific owner forums and owner communities, recall information from official authorities, German automotive press, and multiple workshop cost references cross-checked against each other.
This report is for informational purposes only and does not constitute professional advice. Estimates may be inaccurate. Always have a qualified specialist inspect the vehicle before purchase. We accept no liability for decisions made based on this information.
