The biggest visible change to the CR are the aero tweaks, which seem a wee bit aggressive when compared to Honda's standard fare. The CR receives a front underbody spoiler and rear trunk lid wing as well as speedster-style roll bar cowling, all conspiring to reduce lift and keep the car stable at speed. With the aluminum hardtop in place, even more airflow is sent to the rear wing to create more downforce. The front spoiler and deck wing have a tacked-on feel and even the garish wing of the JDM DC5 Integra Type-R has more of an OE quality when compared to the CR's wing.
While the CR definitely felt more hunkered down in the corners, we cannot confirm how much of it came from the aero. We did notice that both base models (especially the '07 with more mileage) topped out at some 6 mph more than the CR along Mid-Ohio's high-speed back straight, which can be attributed to the additional drag that comes with the increased downforce.
The chassis work on the CR is even more extensive than the aero bits with even stiffer springs, dampers and thicker stabilizer bars than the base model. The CR's Bridgestone RE070 tires are even gummier than the RE050 rubber on the base S2K and the rears 10mm wider at 255/40R17. Both the S2000 CR and the base model ride on the same wheels, although the CR's come in a specially-colored Kaiser Silver. The CR is available in the same white, black or yellow as the base model, although the Apex Blue Pearl is exclusive to the Club Racer. CRs also receive an exclusive interior treatment with yellow stitching on the seats for that Recaro Tomcat feel.
While the power cannot be improved upon on the CR, the power-to-weight ratio can, and Honda took the less-is-more philosophy by removing the soft-top, sound insulation, spare tire and jack for a 51 lb reduction. Another 42 lb can be dropped with a hardcore A/C and audio system delete option. If you go without the aluminum hardtop you can save an additional 48 lb. All of this weight reduction allowed for the addition of a rear body brace (occupying the space reserved for the soft top) and a steering box brace. With the aero bits and heavier suspension components, this adds another 42 lb. Even with the extra heft of the bracing, theCR trims 99 lb from the base S2K if you go without the hardtop or A/C (which sort of complement each other, don't cha think?).
The only other major change with the CR is a quicker steering ratio of 13.8:1 (base model is 14.9:1). The CR's steering ratio is actually the same as the '00-'03 AP1 S2000. In '04 Honda tamed the S2000 with the slower steering as well as softer suspension settings and finally a larger displacement 2.2L engine with a lower 7,800rpm redline (the F20 revved to 9K!). For those of you whose minds are already racing, every upgrade on the CR carries a Honda part number, and with the removal of the soft top it is conceivable to Frankenstein your own AP1 CR. But if you don't want to go to the trouble, Honda will offer a limited run of 1,500 CRs, which will be on sale by the time you read this.
The AP2 with more torque, less twitch and a more tolerable redline was Honda's attempt to bring the hyper little roadster up-market, but purists bemoaned the kinder, gentler S2000. The CR is Honda's "gift" to us purists and it's a fitting tribute to a car that may or may not be in its final year of production. Sadly, S2000 sales are not what they used to be, and 2008 may be the last year you'll be able to get your hands on one. If the S2K is to go away, we couldn't think of a better send-off than the CR.