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Peter Lyon27 Mar 2015
REVIEW

Honda S660 2015 Review

First of three hot new Hondas launched in Japan ahead of potential Australian release

Honda S660
Japanese Launch
Sodegaura Forest Raceway, Japan

Honda is back! OK, so its Formula One revival with McLaren might not have quite met expectations at Albert Park, but on the product side Japan’s third biggest car-maker has three of its hottest ever models (S660, Civic Type R and NSX) slated to debut over the next 12 months. And the first one out of the blocks is the spritely S660 sports roadster.

Honda has launched its all-new mid-engined turbocharged S660 mini-roadster in Japan, delivering standout looks, a driving experience to match and a price starting of just $21,000.

But there’s a twist. A source inside Honda tells us the company is also currently working on an export version with a more powerful 1.0-litre turbo-petrol engine rumoured to pump out more than 95kW.

Now that would give the new Mazda MX-5 a real run for its money, but more on that later.

As we arrived at Sodegaura Forest Raceway, 90 minutes south-west of Tokyo, three S660s sat in the paddock looking like concept cars straight from a motor show. This roadster-coupe basically comes directly off the 2013 Tokyo motor show floor and lands in Japanese dealerships as is.

So named as it boasts a three-cylinder 660cc turbocharged petrol engine, the S660 is the result of an in-house contest played out some four years ago at Honda’s R&D centre in Tochigi prefecture north of Tokyo.

According to Honda, more than 400 young engineers submitted ideas for new vehicles to company bosses, from minivans and crossovers to sports sedans and sports cars, and the S660 design came out on top.

In fact, contest winner Ryo Mukumoto says “the top three contenders were all 'kei' (meaning ‘mini’ in Japanese) sports cars.” And, as the victorious engineer who put the winning bid in, the 26-year-old has been given a rare honour for the company; he was appointed to the rank of S660 chief engineer, making him the youngest product head honcho in Honda history.

We cornered Mukumoto for some one-on-one time and the more we learned about his mini-charger, the more our eyebrows flexed skywards in surprise. Not wanting to sound totally responsible for the S660, he was very quick to deflect attention away from him and towards “the dozen or so more senior engineers who gave the car its backbone.”

The first thing that impresses about the S660 is its design. Mukumoto and his team succeeded in bringing the coupe to showrooms with almost no changes to the concept we saw at the 2013 Tokyo show.

Interestingly, six months after Mukumoto won the contest, the EV-STER electric concept looking almost identical to the S660 debuted at the 2011 Tokyo show. That means that the S660 can be tooled for either petrol power or an electric powertrain, opening the door to a potential battery-powered version in future.

But without doubt, the S660’s most outstanding features are its unique chassis, its screaming three-cylinder turbo engine and its bespoke six-speed manual gearbox. That’s right, Honda has developed a one-off chassis just for the S660, constructed out of a diecast aluminium frame and steel sub-frame that is more rigid than the discontinued S2000's.

The Japan-spec S660 might be fitted with an uninspiring 47kW engine, but this chassis could take more than twice that power -- like that of the 1.0-litre turbo unit we mentioned earlier. It is hugely forgiving and prodigiously stable when thrown into a high speed corner or punished under full braking.

Tipping the scales at just 830kg, the S660 employs the same three-cylinder 660cc turbo engine found in the popular N-Box kei-car. And like that engine, the S660's generates 47kW and 104Nm of torque in compliance with Japan’s regulations for kei-cars.

However, to improve throttle response, engineers have fitted a smaller turbine and revised the compressor diameter. This produces quicker off the mark acceleration and stronger mid-range torque.

To lift the overall performance of the engine, Mukumoto tells us the redline was lifted from 7000 to 7700rpm and a deeper oil pan was also added to cope with the higher g-forces during cornering and braking.

The turbo spools up at around 2500rpm and delivers a healthy dose of torque right up to the redline. It’s between 5000 to 7700rpm that the engine really comes to life, letting out a high-pitched metallic raspy roar that betrays the engine size.

The six-speed manual transmission has been specially developed for this coupe. That is significant in itself and makes it a prime candidate for use in the more powerful 'S1000'.

Following in the sublime footsteps of the S2000’s legendary gearbox and shifter, the S660 incorporates a notchy transmission with delightfully short throws, precise gate action and just the right amount of synchro in all gears. It has well-positioned pedals, a light clutch and the gear ratios are superbly matched to the engine. A seven-speed CVT is also available.

The first thing you notice when entering a corner is the S660’s tremendous grip level. There is not a lot of power on tap, but even when pushed hard into a corner at 100km/h, the rear-end just does not budge.

While the stiff chassis is holding everything in check, the Agile Handling Assist -- as seen in the Legend -- regulates brake pressure to the inside front wheel to enhance cornering. And to complete the substantial cornering package, specially-developed 15-inch Yokohama Advan Neova tyres provide traction levels previously unheard of in kei-car handling.

The mid-engine layout raised a few concerns among several scribes about a potentially “tail-happy rear-end”, but they were sadly mistaken. This pint-size two-door boasts perfect 50:50 weight distribution and completely neutral handling that resists both understeer and oversteer.

The S660 offers just enough weight in the steering, as well as sufficient feedback and crisp, precise turn-in, and remains neutral under full throttle when exiting a corner.

Honda wants to promote this car as its entry-level competitor in grass-roots racing and gymkhanas, but it has decided that the VSA stability control system cannot be switched off. But the absence of sideways action does not detract from the driving experience.

Wanting to highlight the sporty nature of the S660, Mukumoto and his team are offering buyers an optional active rear spoiler that raises automatically at 70km/h.

This is like no kei-car we’ve ever driven before. It’s a blast to drive. And yes, this 189cm tall reporter can sit fully inside the cockpit and change gears without smashing knees on the steering wheel. Only just, mind you.

Inside, the cabin is tight but comfortable. The extra-small 350mm diameter steering wheel fits nicely in the palms and the stick shift is exactly where it should be.

Seats sit low in the frame, trim levels and interior materials are plastic yet passable, and the large centrally-located tachometer sets the tone. The dash-mounted display offers drivers the option of a game-like G-meter that gives cornering and braking Gs in real time. Mukumoto tells us the maximum cornering g-force is 1.2g and a couple of us got close.

Perhaps the only question marks over the car are its ultimate lack of raw power and a fiddly soft-top roof which must be manually folded away and placed in the tiny boot. Other than that, the S660 hits the kei-car genre out of the ballpark. This compact roadster is a game-changer and one that should sell well in export markets like Australia.

As always, Honda’s responses about possible export versions remain cryptic to say the least. One engineer, who wished to remain anonymous, said: “Honda has created a compact sports car with an over-engineered chassis. This chassis could take a lot more power.

“We also have a 1.0-litre turbo that would fit into that engine bay. You can do the math.”

Another engineer also let on that the S660’s rear axle and tread can be widened by 30mm each side or 60mm in total to allow wider wheels and tyres to be fitted for more grip – to cater to a gutsier 1.0-litre powerplant.

Indeed, it's unlikely Honda created an all-new mini-sportster — packing a bespoke chassis and manual gearbox and unique tyres — just for Japan.

So while the S660 will land in Japanese showrooms in early April with a 660cc engine for just over $21,000, an export version is almost certain.

If the 95kW 'S1000' eventuates, it could be sold in Australia by 2017 as a direct rival for Toyota's 86 coupe and Mazda's upcoming MX-5 roadster with a starting price of under $30,000.


2015 Honda S660 pricing and specifications:
On sale:
April (in Japan)
Price: 1,980,000 yen ($A21,300) in Japan
Engine: 660cc three-cylinder turbocharged petrol
Output: 47kW/104Nm
Transmission: Six-speed manual
Fuel: TBC
CO2: TBC
Safety rating: TBC

What we liked: Not so much:
>> Mini NSX-like styling >> Needs more power
>> High-speed stability/cornering >> Can’t switch off VSA
>> Sporty engine note at 5000-7000rpm >> Fussy roof mechanism

Images: Hideyuki Nakano

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Written byPeter Lyon
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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
82/100
Engine, Drivetrain & Chassis
18/20
Price, Packaging & Practicality
14/20
Safety & Technology
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Behind the Wheel
16/20
X-Factor
17/20
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