What Makes the 2009 Honda S2000’s Engine Unique

The 2009 Honda S2000 stands out for its race-bred, high-revving, naturally aspirated four-cylinder—F22C1 in North America and F20C in many other markets—that delivered record-setting specific output for a production car, employed exotic materials like fiber-reinforced metal cylinder liners, and was mounted in a front‑midship layout to enhance handling. In short, it’s a rare blend of extreme engineering precision, reliability, and driver-focused character at a time when naturally aspirated high‑rev engines were already becoming scarce.

The 2009 Model Year and Its Two Engine Variants

By 2009, Honda offered the S2000 with two closely related engines depending on market: the 2.2-liter F22C1 in North America and the 2.0-liter F20C in Japan and some other regions. Both were aluminum DOHC four-cylinders with VTEC on both intake and exhaust cams, but they differed in stroke, rev ceiling, and power delivery, reflecting Honda’s tuning priorities for different roads and regulations.

North America: F22C1 (2.2-liter)

The F22C1 enlarged the original engine’s stroke to 90.7 mm while retaining an 87.0 mm bore, increasing displacement to 2,157 cc. In 2009 U.S. specification, it was rated at 237 hp at 7,800 rpm (SAE J1349) and 162 lb-ft of torque at 6,800 rpm, with an 8,000 rpm redline (fuel cut just above that). The longer stroke shifted more torque lower in the rev band versus earlier 2.0-liter cars, improving midrange response while maintaining the S2000’s signature top-end rush. By this time, the S2000 also featured drive-by-wire throttle and stability control (VSA), aiding drivability without dulling the powerplant’s character.

Japan/Europe and other markets: F20C (2.0-liter)

The F20C kept the original oversquare 1,997 cc layout (87.0 mm bore, 84.0 mm stroke) and a higher rev limit—famously up to 9,000 rpm in many markets. Output varied slightly by region and testing standards but centered around 240 hp, with torque peaking near 153 lb-ft at high rpm. This version preserved the S2000’s legendary “big-bang” VTEC transition and the intoxicating, motorcycle-like surge to redline that made early cars iconic.

Why Engineers Consider It Special

The S2000’s engine family became a benchmark because it delivered supercar-level specific output from a naturally aspirated four-cylinder while meeting emissions and durability requirements. Its combination of materials, valvetrain design, and block architecture allowed it to survive (and thrive) at engine speeds few production fours attempt.

Below are the core technical elements that set the 2009 S2000 engines apart from typical performance fours.

• Remarkable specific output: The 2.0-liter F20C achieved roughly 120 hp per liter in street trim—an industry record for a production naturally aspirated engine for years—while the 2.2-liter F22C1 still delivered around 110 hp per liter with more torque.
• High-rev valvetrain: Dual overhead cams with VTEC on both cams and low-mass, roller-follower hardware enabled reliable operation at 8,000–9,000 rpm, with a pronounced high-lift cam profile engaging near the upper midrange.
• Exotic cylinder liners: Fiber-Reinforced Metal (FRM) liners in an aluminum block allowed thin walls, excellent wear resistance, and high rigidity, supporting sustained high piston speeds.
• Forged, race-bred internals: Forged steel crank and rods and lightweight pistons (with oil-jet cooling) supported extreme revs and high compression while maintaining longevity.
• Rigid bottom end: A ladder-style main bearing girdle bolstered block stiffness and crank stability at elevated rpm.
• Breathing and response: A free-flowing intake, 4-2-1 exhaust manifold tuning, and rapid electronic throttle response (on later cars) emphasized both top-end power and crisp transient behavior.
• Front‑midship integration: Mounted fully behind the front axle, the engine contributed to the S2000’s near 50:50 weight distribution and agile handling, linking powertrain layout to dynamic performance.

Taken together, these choices explain how Honda achieved motorcycle-like revs, class-leading power density, and everyday reliability in a roadgoing sports car—an increasingly rare combination even by 2009.

How It Feels From Behind the Wheel

In 2009 trim, the F22C1 offers stronger midrange pull than the earlier 2.0-liter while preserving the essential S2000 character: an urgent climb to redline and a thrilling cam changeover as VTEC engages. A close-ratio six-speed manual and Torsen-type limited-slip differential keep the engine on the boil, rewarding precise shifting and throttle discipline. The Club Racer (CR) variant available in the U.S. the same year didn’t change the engine’s output; instead, it sharpened the chassis and aero so drivers could exploit the powerplant more consistently on track.

Historical Context

When introduced, the S2000’s F20C set a new standard for naturally aspirated specific output in mass-produced cars, a record that stood for years until later exotics eclipsed it. By 2009, turbocharging was already becoming the dominant route to power, underscoring how distinctive the S2000’s high-revving, naturally aspirated philosophy truly was—and why it remains revered among enthusiasts and engineers alike.

Common Misconceptions

Several persistent myths surround the 2009 S2000’s engine. It is not turbocharged, not a K-series swap, and it does not use a dry-sump system; it’s a highly optimized wet-sump design with sophisticated baffling and oil control. The 2.2-liter’s lower redline versus the 2.0-liter doesn’t make it “less special”—it reflects a conscious trade for stronger midrange torque while still revving beyond 8,000 rpm. And the CR package does not add horsepower; its benefits come from chassis, aero, and tire changes.

Summary

The 2009 Honda S2000’s engine is unique because it marries extreme, naturally aspirated specific output and high-rpm durability with exotic materials and a front‑midship layout, producing a driving experience that’s both visceral and finely engineered. Whether in 2.2-liter F22C1 or 2.0-liter F20C form, it remains a masterclass in how to extract world-class performance, character, and reliability from a four-cylinder without forced induction.

What are the pros and cons of buying a used 2009 S2000?

Reviewers praise its performance capabilities, agility, and responsiveness, describing it as a true driver’s car. However, the stiff ride, limited storage, and high road noise are noted as downsides.

What is the S2000 engine block made of?

The engine block consists of aluminum with durable cast iron cylinder liners while it provides housing for the crankshaft and pistons and cylinder heads for maximal efficiency and safety requirements.

What is the Honda S2000 engine awards?

In recognition of its output per liter and other characteristics, the Honda S2000’s engine has won the International Engine of the Year category for 1.8 to 2.2-liter engines five times in its lifetime (from 2000 to 2004).

What makes the Honda S2000 so special?

The Honda S2000 was notable for its exceptional specific power output of about 92 kW (124 hp) per liter, or about two horsepower per cubic inch, the highest of any mass production, naturally aspirated car, until 2010.