Technical
If you've noticed a large number of Honda enthusiasts ditching their Civic or Integra project for an S2000 lately, you're not alone. It seems that the little roadster has caught the eye of many as they search for a new challenge to overcome. Due in part to their age and falling sticker price, the S2K has transitioned from being a pipe dream for many, to being a reality for the average buyer. Searching online for a few months, I found this 2001 Spa yellow AP1 for under 14K, which, just a few years ago, was unheard of. A clean title, spotless Carfax, and absolutely no body damage combined with low mileage proved to be too much to pass up. For the past few months I've driven the car in completely stock form, and each time I'm behind the wheel it gets better and better. But the time has come, as with any car I've owned, to start making changes.
The Goal
Essentially, the mission is to build an S2000 that's comfortable on the street, and capable of putting a smile on my face during open track days. If it turns a few heads on the local freeways, I won't complain. The first installment of the build focuses primarily on suspension and braking, as well as wheel and tire fitment. In future installments I'll begin adding bolt-on performance parts, cooling and efficiency upgrades, and a few aesthetic improvements to balance everything out.
 The EBC and Techna-Fit co...  The EBC and Techna-Fit combo |  Like most cars, the old rotors...  Like most cars, the old rotors were a little stubborn, but eventually gave in. |  A vacuum bleeder/pump makes...  A vacuum bleeder/pump makes the fluid transfer much easier. |
 |  |  Just like any other Honda...  Just like any other Honda suspension, there are a number of ways to remove the OEM shocks and springs, you decide what works best for you. |
Braking And Basic Maintenance
As with any used car, the basics must be investigated to insure you're not risking your safety with something that isn't road worthy. I could have jacked the car up in my driveway and crawled underneath, but luckily my friend Shaun "Old Skool" Joseph is a mechanic by trade, with access to a lift. We put the car in the air for a detailed look at every inch of the chassis. Under scrutiny, the car showed no signs of body or chassis damage whatsoever, which is a big plus. All of the belts and hoses were in excellent condition and none of them needed replacement. Areas that did need to be addressed however were fresh fluids in the motor and tranny, along with new brake pads and rotors. As always, I opted for Royal Purple's synthetic oil and filter for the motor, and their Synchromax tranny fluid which, surprisingly, managed to cure a slight grind from first to second.
To get the braking up to par, I sourced a set of EBC drilled and slotted rotors and "RedStuff" pads. These pads are noted as being perfect for street driving, and good performers on the track, with very little brake dust. EBC has been around for a long time, offering brake upgrades for just about any make and model you could possibly imagine. Not feeling inclined to upgrade to a big brake set-up just yet, the EBC replacements offer more performance than the OEM units, without breaking the bank.
While inspecting the brakes, we did notice the brake lines looked somewhat brittle, and decided a new set would be a good idea. A quick search on www.cyberauto.com located a set of stainless brake lines by Techna-Fit. These are a direct replacement and are sized specifically for the AP1, so no trimming or customizing is necessary.