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Restoring a Neglected Honda S2000 After a Bad Clutch Job

by Ezekiel Lee

The Honda S2000 is an icon of precision engineering and high-revving excitement.
But even a legendary sports car can suffer when previous repairs are done carelessly.
This 2007 AP2 S2000 arrived at our shop with a rock-hard clutch pedal and a string of hidden problems waiting to be uncovered.

Below is a detailed look at what we found, what we fixed, and what S2000 owners can learn from this experience.

1. A Brief Nod to S2000 Greatness

First released in 1999, the Honda S2000 AP1 stunned the automotive world with a 9,000 RPM redline and the highest naturally aspirated horsepower-per-liter of its era—outperforming anything short of a Ferrari for over a decade.

Its front midship layout—where the engine sits behind the front axle—gives it perfect balance for track and canyon carving.
This makes proper maintenance all the more critical to preserve its finely tuned handling and engine response.

2. The Customer’s Concern: Rock-Hard Clutch Pedal

The owner reported a clutch pedal that wouldn’t move.
Although the clutch had supposedly been replaced only 20,000 miles earlier, something was clearly wrong.

Before diving into major repairs, we performed our standard multi-point inspection and diagnostic testing, including:

  • Checking for hydraulic lock by removing the clutch slave cylinder and verifying piston movement.

  • Inspecting the clutch master cylinder for leaks under the dash and on the firewall.

The hydraulics passed—but the clutch pedal remained solid.

3. Digging Deeper: The Real Cause Revealed

Removing the clutch slave cylinder boot revealed that the throwout fork was mechanically jammed.
After temporarily freeing it, we used a borescope to peer inside the bellhousing.

What we found confirmed our suspicion:
the throwout bearing had failed catastrophically, splitting into two pieces.

4. Transmission Removal & Major Findings

Pulling the transmission (a complex task that requires dropping the front subframe 4–6 inches and removing the headers) exposed a cascade of issues:

  • Throwout bearing failure – shattered, with ball bearings scattered inside the bellhousing.

  • Damaged clutch friction disc – loose internal springs with rubbing marks.

  • Seized pilot bearing – gritty, barely turning; a locked pilot bearing can destroy the transmission input shaft.

  • Zero lubrication – the release bearing carrier, splines, and other moving parts were completely dry.

All signs pointed to a poor-quality clutch job by a previous shop.

5. Corrective Repairs and Upgrades

To ensure reliability, we replaced or serviced every critical component:

  • Exedy OEM clutch kit – including new pilot and release bearings.

  • Resurfaced OEM flywheel – still within spec but refinished for proper mating.

  • New hardware – pressure plate bolts, retainer, fork, fork carrier, and spring for peace of mind.

  • Fluids & hydraulics – fresh transmission and differential fluids, and a complete clutch hydraulic bleed.

  • New OEM Honda rear main seal – replacing a leaking, poorly installed aftermarket seal.

Every part was installed to factory torque specs, using OEM-quality components for longevity.

6. Repairing Previous “Shortcuts”

As we worked, more evidence of cut corners and incorrect hardware emerged:

  • Stripped subframe threads – caused by over-tightened long support bolts. We drilled out the frame and installed Helicoil inserts before replacing the bolts.

  • Mismatched driveshaft bolts – a random hardware-store bolt was holding critical drivetrain components together. We installed the correct AP2-specific bolts on both sides.

  • Missing exhaust gasket – the aftermarket cat-back exhaust had no gasket at all. We fitted the correct flat 3-bolt gasket to prevent leaks.

Each of these issues could have caused noise, vibration, or even dangerous drivetrain failure if left uncorrected.

7. Preventive Maintenance & Performance Enhancements

With the transmission out, we took the opportunity to address other owner requests and routine maintenance:

  • Valve adjustment – all valves were found loose, so we adjusted them to factory spec.

  • Valve cover refresh – new gasket and spark plug tube seals.

  • Spark plug inspection – plugs were in good condition but scheduled for replacement soon.

  • Upgraded mounts – Spoon reinforced transmission mount and engine mounts for sharper response.

These upgrades not only ensure reliability but also sharpen the S2000’s already exceptional driving feel.

8. Lessons for S2000 Owners

This project is a reminder that quality workmanship and OEM parts matter:

  • Always replace the pilot and throwout bearings during a clutch job—no exceptions.

  • Use OEM Honda rear main seals; aftermarket versions often leak early.

  • Torque all bolts to factory specifications to avoid damage and future headaches.

  • Verify the correct hardware, especially for AP2 models with different driveshaft bolt sizes.

Final Thoughts

The S2000 is one of the greatest sports cars of its era, but even a legend can be compromised by careless repairs.
Thanks to thorough diagnostics, proper OEM parts, and precise installation, this 2007 AP2 now drives as Honda intended—ready to deliver thousands of miles of high-revving joy.

If you’re in the Bay Area and own an S2000, don’t trust just any shop with your car’s heart and soul.
Our team has the expertise and the commitment to OEM-quality work to keep your S2000 running at its peak.

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