As for the driver’s environment, there’s little difference between today’s Honda S2000 and the older model. The seats are snug and stiffly bolstered, with significant lumbar support. Some people might find the driving position to be too high – there’s no tilt steering wheel here, and the top of the gauge cluster can be hard to see from some vantage points. But that small, thick steering wheel is a joy to grip, and Honda pads the spots where your knees are likely to brace for improved comfort. But despite reported gains in shoulder and elbow space, it remains true that the bigger you are, the unhappier you’ll be inside the S2000. Also, it’s not easy to enter and exit through the small doors.

Ride quality, as mentioned before, is stiff and tiring. Significant wind, road, and engine noise doesn’t help. California’s dotted lane dividers sound like automatic gunfire under the tires, and the engine tachs around 4,200 rpm at 80 mph in sixth gear. Even with cruise control, the Honda S2000 might not be a great choice for a road trip.

Other reasons to skip over the S2000 for a weekend Interstate blitz are the small five-cubic-foot trunk, the lack of interior storage areas, and poor visibility. Terrible with the top raised thanks in part to the integrated roll hoops, visibility is somewhat impaired even with the roof stuffed into its compartment just in front of the cargo area. Though usefully shaped, with a square floor well that keeps briefcases or backpacks from sliding about, the S2000’s trunk is still small. Inside the car, there’s a small bin on the rear bulkhead, nets on the doors, and a rubber lined tray on the center console. That’s it. And the cupholders block the gearshift when in use.