From AP2 to ND2: What I Learned Owning Both the S2000 and Miata

I've now owned my 2020 ND2 Miata Club 6MT for over a month. In that time, I’ve grabbed the keys every chance I could, pitched it around backroads, and smiled like an idiot almost every time. Contrast that with my S2000 experience: I’ve owned two AP2s over the years, totaling over six years of combined ownership—my first for a little over a year, and my second for five. So, when it comes to seat time, the S2000 wins by a long shot. But since picking up the ND2, I’ve managed to test it across nearly every type of [street] driving scenario: traffic, city streets, canyon runs, back roads, highway cruising—you name it. So in the spirit of obsessive automotive over-analysis, I figured I’d share my impressions.

Fair warning: this will be a long-winded, borderline stream-of-consciousness ramble that probably only matters if you’re seriously cross-shopping these two cars. Everyone else, consider yourselves warned.

Note:

I’ve tracked and autocrossed my S2000s in the past, but the ND2 hasn’t seen a cone or a checkered flag yet. So this comparison will focus purely on street driving.

Background:

I’m not coming in with much bias—unless you count owning two S2000s, including my longest-owned car ever (over five years). I’ve also owned my fair share of Hondas: a 2007 and 2008 S2000, an FK8 Civic Type R, a 10th-gen Civic Si, an ‘88 CRX Si, an EK hatch, and a DC2 GS-R.

Yeah, I know. I sound like a Honda fanboy. And... guilty as charged.

But wait—plot twist—I’m also a Mazda fanboy. This is my eighth Miata. Ninth if you count my wife’s old ND1. I’ve had two NA6s, one NA8, two NBs (including the holy grail ‘99 Sport and a 2004 MSM), two NC2s, and now this ND2. My current daily-ish is a 2021 Mazda 3 Turbo. I've also owned a couple of previous-gen Mazda 3s and a Mazdaspeed6 way back in the day.

So yeah, I’ve spent more time behind the wheel of Mazdas and Hondas than anything else. They’re my people. With that out of the way, Round 1: S2000 vs ND Miata.

Aesthetics:

Design is subjective, so I’ll try to keep this short. I’ve always thought the AP2 S2000 was one of the best-looking sports cars ever made—especially with the OEM lip and trunk spoiler like I had on my ‘08. It's aging like a fine bottle of JDM red wine, 25+ years in and still a stunner.

But... I think the ND is even better looking. There, I said it. It’s like a baby Aston Martin or a pocket-sized Jaguar F-Type. Mazda absolutely nailed it. As much as I love the S2000's design, I give the ND a slight edge.

Disclaimer:

I’m going to overuse the phrase “mixed bag.” You’ve been warned.

Interior Overview:

You guessed it—a mixed bag.

The ND is a newer car, so it’s got the tech and toys to prove it. Heated Recaros? Nice. Apple CarPlay? Sweet. But there’s something refreshingly pure about the S2000’s no-nonsense, driver-focused interior. It’s not trying to be your friend—it just wants you to shut up and drive.

Here are a few ND quirks that fall into the "thanks, I hate it" category:

• Lane departure warning: This car is the size of a roller skate. I don’t need it telling me I’m close to the edge—I am the edge. Thankfully, you can mostly turn it off, but still... why?

• Hill assist: The ND’s clutch is so light it practically breathes on its own. I’ve used video game controllers with more resistance. Hill assist just adds unnecessary delay and confusion. Ironically, the hill assist in my [much older] 2008 BMW 128i is smoother and more discreet.

• Button layout: There are buttons and knobs tucked in every crevice of this cabin. I’ve already accidentally hit things more times than I can count. Meanwhile, in the S2000? Never happened once.

Materials-wise, both cars feel solid. Neither feels like a cost-cutting casualty, even with their small size and relatively affordable price points.

Interior storage is equally comical. No glove box in either. Your valuables go behind the seats like you're smuggling snacks into a movie theater.

Cup holders? Well, the S2000’s are more like phone-and-wallet cradles. Put anything round or tall in there and it becomes a projectile mid-corner. I eventually added a Modifry cupholder, which was a game changer—and hilariously, Mazda borrowed that same basic concept for one of the ND’s removable cupholders. ND wins drink-holding, S2000 wins phone/wallet duty.

Bluetooth audio? The ND has it standard, but I added a Crux BT module to the S2000 for peanuts, and it worked flawlessly for five years. So while Mazda gets a point for convenience, it’s not a game-changer.

Interior Space:

The S2000 is the bigger car inside, no question. It feels like it has about half an inch more room in every direction—maybe a full inch of extra headroom with the top up. Neither car is a couch on wheels, but the S2000 is a bit more forgiving for taller drivers.

For reference, at 6’2”, 217 lbs with a 34" inseam, the ND is the smallest car I can physically fit in and still drive comfortably. Any tighter and I’d need to oil myself up to get in and out. For reference, mine’s a soft top (more headroom than the RF) with the Recaro/BBS/Brembo package. I think the Recaros offer a smidge more legroom thanks to their deeper shape, but that might just be the bolsters playing tricks on me.

Despite its tight quarters, the ND’s interior is actually more adjustable. Tilt-and-telescoping wheel? Check. Adjustable seat rake angle? Check. The S2000’s wheel and seat are fixed—either it fits you, or it doesn’t. Luckily, it always fit me well enough, though the wheel was just a hair out of perfect reach.

Seats:

I always liked the S2000’s seats. They were supportive, held me in place during spirited driving, and never left me sore after long drives. My only gripe? No cloth option unless you scored a unicorn CR. I'm not a fan of leather—especially not black leather in a convertible. That’s just back-sweat city.

As for the ND... I'll get into the Recaros more in the next section, but spoiler alert: they’re fantastic. I can’t really speak at length about the base ND seats—mostly because I’ve conveniently chosen to forget the handful of test drives I took in them. What I can say is that I absolutely love the Recaros in this car. The bolstering is spot on: snug enough to hold me in place when tossing the car into corners, but not so aggressive that I need to exhale before sitting down. My torso stays planted—though my left leg occasionally gets shanked by the door panel during more playful cornering.

Also: no. more. leather. What a revelation! I’m convinced alcantara should be the default material on anything remotely sporty. It grips, it breathes, it doesn’t roast you in the summer or ice you out in the winter—and in this case, it even heats up. Luxury and function.

I always liked the seats in the S2000, but these Recaros are on another level. Pedals: The S2000 comes with beautiful aluminum pedals featuring rubber traction pads to keep your footwork planted. Visually, they're fantastic. Functionally… well, they’re good—but not great. For reasons only known to Honda engineers (or possibly ancient aliens), the pedal spacing is just a bit too wide. I wear size 11 shoes and found that heel-toe downshifting required a pretty aggressive stomp on the brake to get my foot low enough to blip the throttle. It’s doable, but you have to work for it.

Contrast that with the ND Miata, which—like every Miata I’ve owned before it—is basically the gold standard for heel-toe ergonomics. The pedal spacing is perfect. Not “acceptable.” Not “good enough.” Perfect. You can sneeze near the brake and still catch the throttle cleanly.

Also worth noting: the ND has a first for a Miata—a floor-hinged throttle pedal. I never had an issue with the S2000’s traditional suspended pedal, but I generally prefer floor-hinged designs. They tend to mirror the natural movement of your ankle and offer a more progressive resistance. Will you notice this in day-to-day driving? Probably not. But I appreciate that Mazda thought about it, and it’s part of what makes the ND feel so intuitive to drive.

Setting off, the ND clutch is, as ever, Miata-easy. The pedal is light, predictable, and won’t leave your left leg crying uncle during rush hour. The only hiccup is that pesky “hill assist” system, which sometimes feels like an overly helpful friend who ends up making things worse.

The S2000’s clutch isn’t heavy by sports car standards, but it is firmer and has a smaller, sharper engagement point. If you drove it without context, you’d think it was great—which it is! But hop in an ND afterward and you’ll immediately notice how much smoother and more forgiving the Miata is in traffic.

That said, on a twisty road or track, I might actually prefer the S2000’s clutch. It snaps out cleanly and keeps pace when you’re banging through gears. But for commuting, date nights, or navigating a Starbucks drive-thru, give me the ND every time.

Engine / Acceleration: Here we go again: it’s a mixed bag.

Let’s start with the S2000’s F22C engine, which is—objectively—an engineering masterpiece. Subjectively? It’s my favorite 4-cylinder engine ever made. It has more character and makes a better noise than anything else in its class. Wind it out to 8200 rpm and it screams. There’s a drama to the way it builds power that makes you feel faster than you actually are. And I mean that as a compliment.

The induction and exhaust notes are tuned to perfection. The VTEC crossover at 6000 rpm hits like an espresso shot to the soul. It’s addicting. And in the right setting—say, a deserted canyon road at 6 a.m.—it’s pure magic.

But down here in reality, below 6000 rpm? The magic fades. It feels... like a slightly sportier Civic. That’s the trade-off with a high-strung naturally aspirated motor: no guts until you're deep into the revs.

And I say this knowing full well it might get me banned from Honda forums, but I found the AP1 even worse. The 2.0L engine paired with taller gearing felt downright gutless off-VTEC. I get it—the 9000 rpm redline is cool. But after driving a few AP1s, I never felt tempted to buy one. I’ve owned two AP2s for a reason.

Now, let’s talk about the ND2. Around town, it’s simply the better engine. It has real midrange. If you put your foot down at 3500 rpm, the car moves. Try the same in an S2000 and you’ll be looking at the speedometer, wondering if you're driving a sports car.

From a 5 mph roll, like pulling away at a light, the ND2 feels noticeably quicker until the S2000 wakes up and hits VTEC. Sure, on paper their 0–60 times are close—assuming you're wringing the Honda’s neck—but in real-world street driving, the ND2 wins from 5–60 mph.

At higher speeds, the S2000’s stronger top-end let it pull ahead. But below highway speeds, the ND2 is quicker more of the time.

Which car feels faster? With the engine on boil, the S2000. It’s louder, livelier, and more dramatic. But at normal speeds, the ND2 feels punchier and more responsive.

The ND2’s engine is smooth, eager, and friendly, though its soundtrack is more “motivated intern” than “rock legend.” It revs cleanly to 7500 rpm, but it’s not going to haunt your dreams like the Honda will.

Which engine would I rather have? Around town? ND2, no contest. It’s just easier to live with and more usable without sounding like you’re trying to qualify for Le Mans. On a canyon run or track day? Give me that screaming Honda.

Transmissions: I’ve said for years that the S2000 has the best manual transmission I’ve ever used—at any price. I still stand by that... mostly.

When cold, the S2000’s gearbox can feel a bit notchy. But once it warms up? It’s sublime. Short throws. Spot-on ratios (especially in the AP2). Just the right amount of mechanical resistance. Each shift feels precise and rewarding, like loading a well-oiled bolt-action rifle.

The ND? It’s right there with it. Lighter in action, but unbelievably slick. It’s so smooth it feels like Mazda lubricated the linkage with unicorn tears. I’ve never missed a gear in this car, and I can’t imagine how you could. The action is light, yes—but it’s precise, deliberate, and deeply satisfying.

Both of these cars have top-tier manual gearboxes. It’s nearly impossible to pick a winner. The S2000 might be slightly more mechanical and engaging, but the ND is so refined and easy to operate that it’s a joy in its own right.

At the end of the day, these two are the manual transmission gold standard. Everyone else is just playing catch-up.

Steering: Another mixed bag. Sensing a theme?

Neither car has hydraulic steering, and if you're used to the tactile feedback of an NA or NB Miata, you might be a little let down. But for EPS setups, both are excellent.

The S2000's system, particularly in the AP2, was one of the better early implementations of electric assist. It has a nice heft to it, especially on the highway, and the ratio is sporty without being twitchy. That said, the AP1 and CR got quicker racks—so keep that in mind.

The ND2 has improved with age. I didn’t fully appreciate it until spending more time behind the wheel, but yes—the ND2 has more road feel than the S2000. It’s also quicker to respond and takes less effort to maneuver. It makes the car feel a bit more lively, a bit more eager.

If I had to choose? I'd lean slightly toward the ND2 for its sharper turn-in and better feedback, but I still love the S2000’s heavier steering weight. It’s close—really close. Handling:

Ah yes, the whole point of a lightweight roadster! (Well… unless you’re one of those people who buys them just to drive around with the top down at 15 mph and say things like, “It handles like a go-kart!”)

So, which one actually handles better?

Drumroll... it's complicated.

Let’s start with the ND. I don’t care what anyone says — the body roll, even in the Club trim with the OEM Bilsteins, is excessive. Steady-state cornering? Totally fun. But start tossing the car through quick transitions — like those empty roundabouts where you're going straight but pretending you're in a rally stage — and the ND gets floppy. It’s like trying to salsa dance in Crocs: technically possible, but not confidence-inspiring.

Now, here’s where the ND pulls a fast one — it’s 500 pounds lighter than the S2000. That’s not a minor difference. No amount of suspension wizardry is going to erase that kind of weight advantage. The ND changes direction like a feather caught in a breeze. It doesn’t drive like a small car — it drives like a small insect. You turn the wheel, and it practically teleports.

The S2000? That thing came out of the factory flexing. It had [rear] external shock reservoirs. That’s exotic car-level flex. Spring rates? Roughly double those on the ND. The result? The S2000 has phenomenal body control by comparison. Point and shoot. It obeys like a well-trained border collie.

Case in point: aside from a bigger front bar for autocross and some minor OEM tweaks, I left the stock suspension untouched on my second S2000 for over five years. That may not sound like much, but if you’ve followed any of my build threads, you know that’s basically a record-breaking event. Sure, I’m sure some aftermarket setups would’ve been great, but the stock setup was that dialed-in for street use.

Fun fact: at least one SCCA Solo national champ once won Nats on stock S2000 shocks. That doesn’t mean there aren’t better options now — just that no ND driver (on OEM suspension) can claim the same glory.

For a sports car, give me the S2000’s suspension every day of the week. But in an ideal world? ND’s featherweight chassis + S2000-level suspension = chef’s kiss. For now, the only change I plan for the ND is to tame that body roll, whereas I enjoyed the S2000's suspension on the street in near-stock form. That said, even though Honda toned things down a bit with the AP2, don’t be fooled—the S2000’s rear suspension still loves to toe-out under load. Get sloppy with your inputs, and the rear will remind you who's boss. It keeps the car feeling edgy—twitchy, but oh-so-rewarding when you nail it. The ND2 Miata will also rotate nicely, but it’s far more forgiving and doesn’t feel like it's plotting against you at the limit.

Does the ND ride smoother? Technically, yes. It’s a bit more forgiving on the freeway and over rough pavement. But not by much. My S2000s, despite the stiffer suspension, never felt punishing on the highway. So, for me, the comfort gap doesn’t justify the floppy lean angles.

Verdict:

• Lightweight agility: ND2

• Suspension tuning: S2000

Brakes:

Let’s keep this simple: the ND2’s OEM Brembos are just plain better. Better feel (though both are fine), easier modulation, more fade resistance, and stronger bite. Whether that’s the magic of the calipers or the 500-lb diet, I don’t know — but they work.

Now, don’t misunderstand: the S2000’s brakes are good. With decent pads and fluid, they handle street and canyon duty just fine. On one particularly fun road, I did get some fade with stock pads — swapped those and never had another issue. My first AP2 had track pads, stainless lines, upgraded fluid — and never broke a sweat at the track. They’re competent, but not quite as confidence-inspiring as the ND’s Brembos.

Verdict:

• Winner: ND2 Brembos

Soft Top:

For a simple roadster, the ND absolutely nails the convertible experience. The Z-folding top is genius. One hand, one motion, a couple of seconds. Boom. Down. Or up. You barely have to try. It’s like the Miata equivalent of automatic doors at the grocery store.

The S2000 has a powered top, and honestly, it works great. Never gave me any trouble. But it always felt like overkill — like bringing a Keurig camping. Sure, it's convenient, but why the added weight and complexity in a car that's supposed to be about simplicity and lightness?

Also, I couldn’t help but imagine the nightmare if that power top ever failed. I just saw dollar signs and hours of forum searching for DIY fixes.

One win for the S2000: lower windshield + more headroom with the top up. The ND's Z-fold does steal a bit of headroom, but it’s a worthy trade in my opinion.

Verdict:

• Ease and simplicity: ND2

• Sleek powered smoothness (with some weight penalties): S2000

Fuel Economy:

Look, if you’re cross-shopping Miatas and S2000s and fuel economy is your top concern… you might be doing it wrong.

That said, for anyone curious:

• S2000: low 20s MPG

• ND2: low to mid 30s MPG

That’s nearly a 50% improvement. Blame tech advancements, better gearing, lighter weight, or the magic of Skyactiv. Either way, it’s impressive.

Verdict:

• Winner by a mile per gallon (or ten): ND2

Price Considerations:

This one’s tricky because these cars are separated by decades. But let’s play:

• New ND3 Club: ~$31,550

• Final-year S2000 (2009): $34,995

• Adjusted for inflation? The S2000 would cost about $52,000 today.

Yikes.

Would a new S2000 be worth that much today? Maybe. But I can’t ignore the value Mazda offers here. The ND feels like a bargain sports car that isn’t cutting corners.

Would I personally pay $20k more for a new S2000 over a new ND? As someone who loves the S2000 — absolutely not.

Is the S2000 more car than the ND2? In some ways, sure. It’s 500 lbs more car, if nothing else. But it all depends on what you value.

If you’d rather pay the same (or more) for a clean, high-mile S2000 over a brand-new ND3, I wouldn’t blame you. The S2000 is special. But so is the ND — just in a different way.

Both are future classics. The S2000 is already there. I suspect the ND will get there too once production ends.

Fun Factor:

Which is more fun? Man… depends on the setting.

• Around town? ND2 — it's light, eager, and playful at low speeds.

• In the canyons? S2000 — more planted, more engaging, more serious.

If you like tiny Japanese roadsters (and don’t mind explaining your car choices at gas stations), you really can’t go wrong here.

I’ve owned both. Loved both. Hopefully this breakdown helps someone make their own choice.

Happy motoring.