【Revisit】The Obsession with No Less Than 8000 RPM: An Overview of Honda’s S-Series Sports Cars 🚗🔥

Original by Honda Magazine · Japanese Car Enthusiast Journal · 2025-03-14 📅

Preface: Although the title of this article seems to focus on engines, it actually explores the development philosophy of the S-Series sports cars through history. 💡 It’s deeply tied to chassis and suspension—one of Honda’s core spirits. The engine shouldn't be overly emphasized; it's the handling performance that truly defines them. ⚙️🏎️

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S500: Engine AS280E Max horsepower 44hp/8000rpm
S600: Engine AS285E Max horsepower 57hp/8500rpm
S800: Engine AS800E Max horsepower 70hp/8000rpm
S2000: Engine F20C Max horsepower 250hp/8300rpm
S2000: Engine F22C Max horsepower 242hp/7800rpm ⚡

Looking at the specs above, except for the final S2000 with the F22C engine, all previous S-Series sports cars had peak horsepower beyond 8000rpm 📈—the original inspiration of this article. But as it progressed, we realized that the true spirit of the S-Series lies not in engines, but in Honda’s philosophy of driving dynamics, paving the way for the NSX and Type R. ✨🔧

Honda’s first mass production vehicle was the T360 mini-truck 🛻, but the first publicly revealed model was the S360—a two-door open-top sports car 🏁. Back in 1961, Japan’s Ministry of International Trade and Industry aimed to regulate the domestic automotive industry 🏢. Honda, having its roots in motorcycles 🏍️, quickly showcased the S360 at the 9th All Japan Motor Show (predecessor to the Tokyo Motor Show) in October 1962. "S" means Sports, and "360" refers to engine displacement 📊.

Although the S360 preceded legislation, the law was repealed in January 1964. By then, Honda had already gone all in, so the successor S500 was released in 1963. The S360 used a 360cc inline-4 DOHC engine similar to the AK250E used in T360, though its performance specs remain a mystery. 🤔

Honda Collection Hall preserves the prototype Sports 360 💎—the origin of the S-Series—with only a 360cc engine but later replaced for production.

The unique speedometer design was said to appeal to perfectionists 😅—matching the display style of the tachometer.

Despite gaining attention and orders at the show, the S360 was never mass-produced, but its design like the space frame chassis, fiberglass body panels, and two-seater open layout 🌈 were inherited by the S500 in 1963. The S500 was a transitional model and began deliveries in early 1964. Post-March orders turned into S600s, with S500’s total production only 1,363 units.

The final S500 production was limited—only 1,363 units 🚙 before moving to S600.

The S500 had the AS280E engine (531cc, DOHC), 44hp/8000rpm, 4.6kg·m torque/4500rpm. Later, this engine was reused in export models like the S800.

Here’s the S500’s AS280E engine—rare DOHC system with individual throttle bodies 🛠️—essential for high-rev power.

S600 began deliveries in March 1964 until Feb 1965, then replaced by S800. With growing F1 fame, Honda’s two-seaters gained European fans 🌍, and S600 became Asia’s first exported sports car to Europe.

The S600 chassis was non-load-bearing, with a fiberglass body bolted onto it 🔩.

In early days, Honda used clever designs due to limited suspension expertise—non-load-bearing space frame + motorcycle-inspired rear chain-drive suspension 🔗. This enabled rear independent suspension using chain-driven gearbox mechanics.

Diagrams make it clearer—rear shocks mounted between frame tower and chain gearbox.

S600 used AS285E engine (606cc, DOHC, four Keihin carbs), with 57hp/8500rpm, 5.2kg·m torque/5500rpm. Modified versions could reach 10,000rpm 🔥. Lightweight + high-rev = Honda philosophy!

All S-Series use front-mid-engine (FMR), rear-drive layout 💨. AS285E remains a high-performance NA engine even today.

S600 ads emphasized handling—FR layout, independent suspension, high-rev engine = true sports car 💬.

1965 S600 Coupe had better weight balance, appeared on race tracks 🏆.

S800 (1966) changed rear suspension to simplified 5-link semi-independent (common on European roadsters). Five links total, not per side. ⚙️

S800 exported to US as S800M, chassis AES800C. Japan version AS800C. Total 11,066 units shipped 📦.

AS800E engine (791cc, 70hp, 6.7kg·m) with improved bore/stroke. Max power rpm was lowered by 500 due to durability concerns.

S800 was Honda’s most successful sports car. Ended in 1970. Successor came in 1999 🚘.

RHD dash panel shown; LHD version swaps speedo and tach 🕹️.

After S800 ended in 1970, Honda shifted focus to air-cooled 1300/145 engines, leading to Accord in 1976. Sporty roles were taken over by Civic, Prelude, Integra. Civic Type R debated as true sports car or not 🤷‍♂️.

Until S2000 in 1999, only NSX and S2000 were considered true sportscars. Others like Prelude/Integra were coupes only.

S2000 launched Apr 15, 1999 with F20C (250hp), AP1 chassis 💯.

S2000 was a rare modern success—handling, power, fun. Future deep dive coming 😉.

S2000’s X-frame wasn’t a novelty—it evolved from earlier ideas, modernized.

2003 facelift didn’t adopt F22C until Nov 2005 → AP2 chassis. F20C discontinued.

F20C/F22C1 were unique engines for S2000—FR layout, DOHC VTEC, advanced timing, molybdenum-coated pistons 💪.

Both had 87mm bore; F20C = 84mm stroke (8800rpm redline), F22C1 = 90.7mm stroke (lower redline). Compression: JDM F20C 11.7:1, USDM 11:1; F22C1 = 11.1:1 globally.

F20C engine in AP1 had upright H logo; F22C in AP2 had “HONDA DOHC VTEC” text 🔍.

AP2 engine cover changed; power reduced to 240hp, lower redline.

Final edition: 2008 S2000 CR / Type S added VSA and refinements. Last design by Shigeru Uehara 🙏.

S2000 production ended on 2025-03-14. Though S660 and rumored S1000 came, they’re not true S-Series successors. We still hope for a new S2000 one day. 🤞✨