Before I was involved in the magazine world firsthand, I had a subscription to everything import related. Every month I’d receive a stack of magazines, and I’d read through them at least two times in anticipation of the next issue. One thing that sometimes bothered me about magazine project cars was a lack of closure in some instances. A build would start up, gain some momentum, and then never appear in the magazine again. A reader would often write in asking about the build status to which the editor would reply with a witty story about how it fell between the cracks and someday things might pick up again. After I’d completed three project cars with American Honda, it seemed that my personal project was to be sentenced to solitude in the editorial black hole that swallows personal time, projects, and anything outside the immediate atmosphere of deadlines and feature stories. Well, maybe not.
Basic bolt-ons and Hondata K-Pro, minor aero changes, a few interior tweaks, and a nice suspension package made the car a little more exciting to look at, and much more fun to drive. Always a fan of the sporty, high-revving two-seater, I’ve been extremely happy with the car overall. However, I never actually ended the build for two reasons: The first is, working on the project TSX and CR-Z at the same time while still running the magazine left the S2000 to weekend duties. After the TSX was returned to Acura, and the CR-Z is complete and about to go back to Honda, the S2000 is once again in the picture. Beyond that, quite frankly, I just want more. I’ve grown restless with the AP1 in both the aesthetic and power departments, and it’s time to jump back into the build and change direction a bit.
 Note the smooth lines of the fender that are identical to the OEM version, except for
Downforce Fenders and Side Splitters
Random bouts with daily driving have wreaked havoc on my front fenders, and instead of replacing or repairing them I’m taking the opportunity to move on to wider arches and, appropriately, wider wheels. There’s a number of aftermarket, Japanese market fenders available, but the cost, availability, and the fact that they stick out (no pun intended) like a sore thumb drove me away from the very thought. Instead, I wanted something well-made, wider (obviously), and able to mount up like a factory fender. My search led me to Downforce of Anaheim, California. The name should sound familiar to any S2000 or NSX enthusiast since the company has been offering top-notch carbon-fiber goods for both of Honda’s flagships since 2004. Downforce’s DFR fenders couldn’t be any more perfect for my needs. They add 30mm of clearance, use all factory-mounting points (which are reinforced), are 12 pounds lighter than stock, and to the average passerby, look completely stock (no need for bumper extensions). Carbon-fiber reinforcement is used to ensure the fenders stay nice and straight, and won’t crack or warp like many of the much more expensive overseas offerings.
The profile of the S2000, in my eyes, is downright sexy. However, its smooth lines and classic styling is slightly broken up by the lack of a side skirt or similar cap under the door. Instead, Honda chose to leave part of the underbelly exposed, and I’m not a fan. Downforce offers an elegant solution in its carbon-fiber side splitters that bolt right underneath the rocker and “cover the gap,” so to speak. These Hexcel carbon-fiber splitters feature a UV coating that offers protection from the elements, and they add a little more girth and a lot more aggression to the S2K’s flanks.
 OEM mounting points mean pain-free installation.
 The carbon-fiber side splitters are tough, weigh next to nothing, and are formed to ma
 Note the absolutely perfect carbon weave.