The S2000's two engines — the AP1's F20C and the AP2's F22C1 — share DNA but have meaningfully different characters. Understanding both helps you make an informed choice when buying and knowing what you own.
The F20C is what made automotive journalists re-examine what a 2.0L engine could do. At launch, it produced the highest specific output of any naturally aspirated production engine: 120 hp per liter.
| Spec | Value | |------|-------| | Displacement | 1,997 cc | | Bore × Stroke | 87.0mm × 84.0mm | | Compression | 11.0:1 | | Power (US) | 240 hp @ 8,300 rpm | | Torque (US) | 153 lb-ft @ 7,500 rpm | | Redline | 9,000 rpm | | VTEC crossover | ~5,800–6,000 rpm |
The F20C's character is defined by its rev range. Below 6,000 rpm, it feels like a moderately powerful four-cylinder — adequate, but nothing special. At 6,000 rpm, VTEC engages and the engine transforms. The additional cam lift dramatically increases airflow, and the engine pulls hard all the way to 9,000 rpm.
This gives the F20C an almost split personality: docile below VTEC, ferocious above it. It rewards drivers who understand how to keep the engine in its power band.
Honda's goal with the F22C1 was more usable power across a broader rev range. Adding 160cc meant more torque at lower revs without sacrificing the top-end character.
| Spec | Value | |------|-------| | Displacement | 2,157 cc | | Bore × Stroke | 87.0mm × 90.7mm (longer stroke) | | Compression | 11.1:1 | | Power (US) | 237 hp @ 7,800 rpm | | Torque (US) | 162 lb-ft @ 6,800 rpm | | Redline | 8,200 rpm | | VTEC crossover | ~5,500 rpm |
The F22C achieved more displacement by increasing the stroke (the bore remained the same at 87mm). This is a classic approach to broadening the torque curve.
The F22C is noticeably more flexible at everyday driving speeds. Pulling from 2,500–4,000 rpm in urban traffic, the F22C has more immediate response. The F20C feels like it's waiting for you to commit to higher revs.
Many track day enthusiasts prefer the F20C. The clear VTEC transition teaches drivers to manage their power band — there's a skill element to keeping the F20C at its best. The F22C is more forgiving.
The F22C is slightly better on fuel due to the broader torque curve allowing fewer downshifts for equivalent acceleration.
The F20C and F22C share:
They do not share:
An F20C-to-F22C swap is possible but requires more than just swapping engines — ECU and supporting hardware needs updating.
This is personal preference, not objective. The F20C is the engineer's car, the driver's engine. The F22C is easier to live with and arguably more usable in normal traffic. Neither is wrong. The best choice is the one that matches your driving style.
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