Many times I have wondered what the NSX would be like if Honda had followed up on its own initiative to build a high-end sports car.
Maybe it would have been something like this....
January 1990
We all knew it was coming.
Now, Honda under its high-end brand name Acura has unveiled its super sports car under the name NSX. This car, the first and only sports car ever to come out of Japan which rightly deserves the label super sports car, is, as expected, a real tour-de-force, showing the world the new age of sports cars has arrived. With this car Honda proves that high-performance does not have to come at a price. And not only that, the new NSX is packed with new features that puts it on a new level of performance compared with its direct competition.
If there is one word that describes the NSX it should be 'balance'. With the NSX, Honda did not set out to build the fastest sports car out there. In Japan, there is a rule that street cars should not have more than 280 HP and so, that is what the NSX delivers. Yet, to make the most of the available output, Honda has done what the Japanese have always excelled in for hundreds of years. The NSX is proof than with meticulous attention to detail one can create wonders with limited means. But do not take the word limited to literal here. The NSX is a wonderful superb car that leaves all its direct competitors in the dust. We drove the NSX extensively on the track and we feel that even the all-new Lamborghini Diablo with its 500+ HP would be hard put to better or equal the lap times we managed to achieve on our favorite test-track with the NSX.
Don't mistake the NSX for just another Japanese car that wants to imitate the famous European brands. Here is a car that gives all the luxury and comforts of a modern high-end sedan but will, at the same time, keep up and outperform cars like the Porsche 911, the Ferrari 328 or even the new 348.
But let us not keep you waiting for some numbers here. The NSX is the world’s first all-aluminum sports car, built and designed for light weight without sacrificing strength and stiffness. If fact, we think the NSX chassis is substantially more rigid than any other car we have tested. Period. And yet, the curb weight of this car is only 2900 lbs.
The mid-mounted V6 only has a displacement of only 2977cc but it achieves a remarkable 280HP, courtesy of something called VTEC. This output, combined with its light weight, gives it a 0-60 time of only 5.1 seconds, a 1/4-mile of 13.4 seconds and a top-speed of 170mph. And all this with a balance which is simply unique. Simply put, the NSX sets new standards for super sports car refinement, one that will send other car-makers back to the drawing board.
January 1994
For the new model-year Acura has slightly modified their top-of-the-line sports car, the NSX.
The most noticeable change can be found in the wheels and tires. Starting this year, the NSX will come with 16" wheels frond, 17" in the rear. Since the NSX has always been about light weight, it will surprise no one that the new seven-spoke wheels, although larger, are lighter than the ones they replace.
Tires have been upgraded to 215/45 front and 255/40 in the rear, for an even higher level of grip.
The bigger wheels also allowed bigger brake-discs to be fitted, being 11.8" instead of the old 11.1". At the same time, the new discs are of a two-piece construction with an aluminum hat for lighter weight.
But this is not all. The engine has been slightly modified for quicker throttle response. The old cast-steel headers (which were not really headers) have been replaced by beautifully curved stainless steel models that allow the engine to breathe more efficiently. This, combined with a new and, of course, lighter exhaust, has also changed the engine note slightly. It sounds just a little more aggressive now. The engine output is still listed at 280HP but the torque has gone up from 210 to 220 foot-pounds. Other modifications include a slightly thinner inner rear-window, a lighter spare-wheel, lighter body-shell for the seats (otherwise unchanged) and various other parts among which are a new underbody diffuser for less drag and more down-force. All this adds up tot a total weight curb weight now being 2860lbs, a full 40lbs less than the previous model.
Not surprisingly, this puts the NSX solidly back in front when it comes to performance. The handling of the car, already one of the best in the world, has improved with the new wheels, 0-60 time has dropped to 5 seconds flat and the top speed has increased slightly to 173mph.
January 1997
Honda has done it!
The last few years have seen a surge in sports cars with 300HP or more under the hood. Japanese cars however have always been restricted to the 280HP rule that governed street-car output in Japan. No one has ever doubted the capacity of Japanese carmakers to build reliable engines with higher output but so far, no one openly defied the 280HP rule. Now, with the re-designed NSX, Honda under it US brand name Acura, has crossed the line. Note, however, that even the new NSX will be limited to 280HP in Japan. Outside Japan however, the new engine will be able to happily rev and growl its way to its new height of 330HP. Which, by the nature of things, corresponds to a new height of 100HP/liter given than the new engine still only has a displacement of 3298cc.
The new major revision of the NSX shows Honda is still committed to its top off the line car, even though sales have never really reached the numbers many thought possible when the NSX came out back in 1990. Brand-name recognition and image count for a lot in the super-car market and although the NSX has all the qualities, and more, to put it among the best of the brand many buyers still prefer image over performance.
And yet, when it comes to performance, the NSX delivers. This car, it its new form, improves an all-ready world class car to a higher level.
To start with the engine, the new model increased from 3.0 to 3.3 liter, using a new kind of casting technique for the engine block using what Honda calls FRM which stands for Fiber Reinforced Material. The output has new reached 330 HP and 240 lbs of torque. This output is delivered to the wheels through a new six-speed gearbox which still has one of the slickest actions we have ever felt. The whole setup makes full use of a newly designed air-intake system and throttle response has never been better. Performance-wise the NSX is on the same level as the Ferrari 355. The 355 might still have an HP-advantage at 380HP, it also carries more weight and this effectively negates the difference. As a matter of fact, when it comes to sheer performance, the NSX is right there with the F355, stating a 0-60 time of a blistering 4.7 seconds, a 0-100 of 10.9 and a top speed of 183 mph.
And on the track, with it's lighter weight and it new and lighter brakes, the NSX will show that it's handling is still as faultless as it ever was, consistently putting in faster lap times than either the 355 or the new Porsche 911 with it's all new water-cooled 320 HP engine we drove for comparison.
But it is not only the engine that has changed on the NSX. The interior of the car has had a major overhaul. Gone is the old radio-cassette player, to be replaced with a NSX-specific Radio/CD-unit from Alpine with optional CD-changer in the trunk. The red-glowing LED's have been replaced with a new color-LCD screen with user definable color-settings of which the intensity will automatically adjust to the surrounding lighting conditions. The rest of the dash remains the same with its superb and ergonomic lay-out but the quality of the materials seems to have been upgraded. And, as always with the NSX, Honda has managed to reduce the total weight of the car with another 20 lbs without sacrificing strength.
The front wheels are now 17" also, with 225/40 tires while the rears have been upgraded to 265/40 to be able to cope with the higher engine-output.
All these changes obviously not only make the NSX still the only true super car ever to come out of Japan, it also puts it right back in the top of most desirable sports cars out there ever.
January 2000
Three years has gone by since the last major upgrade of the NSX. And looking at the current model, it is easy to forget that his car has been in production now for a full decade which is, by car-standards, almost an eternity. Yet, the NSX is still at the forefront of sports car-technology as much now as it was back then, still being one of the best of the breed.
It seems the NSX is slowly evolving to become the Japanese Porsche 911. That is, a car with a heritage that can be easily traced back to its origins while at the same time being continuously improved upon to keep it's performance right there where it belongs.
This year, the new NSX has gone through some major outward modifications. Gone are the flip-up headlights to be replaced with all-new high-output Xenon fixed-headlights combined with a new nose. The new front takes a little time getting used to but at the same time Honda claims the new front saves another 30 lbs of weight, reduces total drag and also improves the down-force at high speeds. The rear of the car sports a slightly higher CF rear-spoiler and the lower valence has been modified for better underbody airflow. The wheels remain the same at 17" all around but the seven-spoke rims have been re-designed for slightly less weight. At the same time, the car has been lowered slightly, being .75" lower to the ground. Springs and shocks have been stiffened slightly as have the sway bars for even better cornering. The new hood has also been made of carbon-fiber to further reduce weight. The brakes have been upgraded with a new type of brake-pads which, combined with a totally new and quicker-pulsing ABS-system have shortened typical stopping-distances. The engine total output has not been changed but because the weight of the car has decrease slightly, performance is still right there at the top.
On the interior side, the NSX now comes with a color-LCD screen which neatly disappears into the dash when not in use. The screen is not only used for navigation but can also be used for viewing DVD’s. One might ask what the wisdom is for such luxuries in a high-end sports car but please bear in mind that the NSX is not only one of the best of its breed in performance but has also always been one of the most comfortable (and not forget reliable) sports cars ever.
January 2003
Today Honda has unveiled its latest incarnation of the famous NSX. Again, we are not talking about a completely new model but then again, most of the NSX aficionados did not really want one. In the 13 years of its existence, the NSX has gained a highly loyal list of followers which has grown year by year. Although probably never a money-making model, the NSX sales-figures have remained the same for the last six year or so. Its reliability and its second to none built quality have made even the early models highly searched after. The NSX obviously has earned its place as one of the most highly regarded super cars out there.
For this year, the NSX has a larger engine with a displacement of 3.5 liters. Honda told us this is the largest engine it will be able to put in the NSX and anyone looking in the engine-bay can readily testify to that. Although the engine-block is slightly larger, the total engine weight is about the same, an very important aspect for retaining that ideal mid-engine car balance the NSX has always been famous for.
Engine output has increased to 380HP. Over all, the NSX has become a little wider, with larger headlights and wider body panels. Wheel-size is the same at 17” but tire-size has gone up to 235/35 front and 275/35 in the rear. Brakes are now 13” all around with bigger yet lighter calipers for a better pedal feel. The interior has remained more or less the same but there are some subtle differences. One can now choose between the original color or a two-tone brushed aluminum look around the console. Also, the built-in LCD-screen is a now a simple to use touch-screen, making the navigation system much easier to use. Other things like the odometer are now electronic instead of mechanical and the color-scheme of the needles has changed. Also, the leather of the seats is now perforated and one can now choose between the standard seats or two different option of race-oriented seats. Other changes include a lighter and more compact air conditioning system, better alarm-system, a keyless entry system and parking-sensors in the rear bumper.
Put together, the performance of the new NSX is, as usually, one of the best. We easily managed a 0–60 time of 4.5 seconds and a quarter-mile of 12.6. The level of grip is simply tremendous and even with the higher output the car follows the driver’s instruction to the letter. The Modena 360 we drove in comparison might sound just as glorious as the new NSX, but it certainly was not any faster. And, as always, the balance of the NSX, even after 13 years, still proves the validity of the original design.
In recent years, we have seen a number of cars which put of more than 400 HP. Some of these cars have better acceleration numbers than the Acura NSX. But when it comes to the total package, the new NSX proves that mere numbers don’t always tell the whole story.
Simply put, the NSX is a good example of automotive synergy. Always more that the sum of its parts.
Maybe it would have been something like this....
January 1990
We all knew it was coming.
Now, Honda under its high-end brand name Acura has unveiled its super sports car under the name NSX. This car, the first and only sports car ever to come out of Japan which rightly deserves the label super sports car, is, as expected, a real tour-de-force, showing the world the new age of sports cars has arrived. With this car Honda proves that high-performance does not have to come at a price. And not only that, the new NSX is packed with new features that puts it on a new level of performance compared with its direct competition.
If there is one word that describes the NSX it should be 'balance'. With the NSX, Honda did not set out to build the fastest sports car out there. In Japan, there is a rule that street cars should not have more than 280 HP and so, that is what the NSX delivers. Yet, to make the most of the available output, Honda has done what the Japanese have always excelled in for hundreds of years. The NSX is proof than with meticulous attention to detail one can create wonders with limited means. But do not take the word limited to literal here. The NSX is a wonderful superb car that leaves all its direct competitors in the dust. We drove the NSX extensively on the track and we feel that even the all-new Lamborghini Diablo with its 500+ HP would be hard put to better or equal the lap times we managed to achieve on our favorite test-track with the NSX.
Don't mistake the NSX for just another Japanese car that wants to imitate the famous European brands. Here is a car that gives all the luxury and comforts of a modern high-end sedan but will, at the same time, keep up and outperform cars like the Porsche 911, the Ferrari 328 or even the new 348.
But let us not keep you waiting for some numbers here. The NSX is the world’s first all-aluminum sports car, built and designed for light weight without sacrificing strength and stiffness. If fact, we think the NSX chassis is substantially more rigid than any other car we have tested. Period. And yet, the curb weight of this car is only 2900 lbs.
The mid-mounted V6 only has a displacement of only 2977cc but it achieves a remarkable 280HP, courtesy of something called VTEC. This output, combined with its light weight, gives it a 0-60 time of only 5.1 seconds, a 1/4-mile of 13.4 seconds and a top-speed of 170mph. And all this with a balance which is simply unique. Simply put, the NSX sets new standards for super sports car refinement, one that will send other car-makers back to the drawing board.
January 1994
For the new model-year Acura has slightly modified their top-of-the-line sports car, the NSX.
The most noticeable change can be found in the wheels and tires. Starting this year, the NSX will come with 16" wheels frond, 17" in the rear. Since the NSX has always been about light weight, it will surprise no one that the new seven-spoke wheels, although larger, are lighter than the ones they replace.
Tires have been upgraded to 215/45 front and 255/40 in the rear, for an even higher level of grip.
The bigger wheels also allowed bigger brake-discs to be fitted, being 11.8" instead of the old 11.1". At the same time, the new discs are of a two-piece construction with an aluminum hat for lighter weight.
But this is not all. The engine has been slightly modified for quicker throttle response. The old cast-steel headers (which were not really headers) have been replaced by beautifully curved stainless steel models that allow the engine to breathe more efficiently. This, combined with a new and, of course, lighter exhaust, has also changed the engine note slightly. It sounds just a little more aggressive now. The engine output is still listed at 280HP but the torque has gone up from 210 to 220 foot-pounds. Other modifications include a slightly thinner inner rear-window, a lighter spare-wheel, lighter body-shell for the seats (otherwise unchanged) and various other parts among which are a new underbody diffuser for less drag and more down-force. All this adds up tot a total weight curb weight now being 2860lbs, a full 40lbs less than the previous model.
Not surprisingly, this puts the NSX solidly back in front when it comes to performance. The handling of the car, already one of the best in the world, has improved with the new wheels, 0-60 time has dropped to 5 seconds flat and the top speed has increased slightly to 173mph.
January 1997
Honda has done it!
The last few years have seen a surge in sports cars with 300HP or more under the hood. Japanese cars however have always been restricted to the 280HP rule that governed street-car output in Japan. No one has ever doubted the capacity of Japanese carmakers to build reliable engines with higher output but so far, no one openly defied the 280HP rule. Now, with the re-designed NSX, Honda under it US brand name Acura, has crossed the line. Note, however, that even the new NSX will be limited to 280HP in Japan. Outside Japan however, the new engine will be able to happily rev and growl its way to its new height of 330HP. Which, by the nature of things, corresponds to a new height of 100HP/liter given than the new engine still only has a displacement of 3298cc.
The new major revision of the NSX shows Honda is still committed to its top off the line car, even though sales have never really reached the numbers many thought possible when the NSX came out back in 1990. Brand-name recognition and image count for a lot in the super-car market and although the NSX has all the qualities, and more, to put it among the best of the brand many buyers still prefer image over performance.
And yet, when it comes to performance, the NSX delivers. This car, it its new form, improves an all-ready world class car to a higher level.
To start with the engine, the new model increased from 3.0 to 3.3 liter, using a new kind of casting technique for the engine block using what Honda calls FRM which stands for Fiber Reinforced Material. The output has new reached 330 HP and 240 lbs of torque. This output is delivered to the wheels through a new six-speed gearbox which still has one of the slickest actions we have ever felt. The whole setup makes full use of a newly designed air-intake system and throttle response has never been better. Performance-wise the NSX is on the same level as the Ferrari 355. The 355 might still have an HP-advantage at 380HP, it also carries more weight and this effectively negates the difference. As a matter of fact, when it comes to sheer performance, the NSX is right there with the F355, stating a 0-60 time of a blistering 4.7 seconds, a 0-100 of 10.9 and a top speed of 183 mph.
And on the track, with it's lighter weight and it new and lighter brakes, the NSX will show that it's handling is still as faultless as it ever was, consistently putting in faster lap times than either the 355 or the new Porsche 911 with it's all new water-cooled 320 HP engine we drove for comparison.
But it is not only the engine that has changed on the NSX. The interior of the car has had a major overhaul. Gone is the old radio-cassette player, to be replaced with a NSX-specific Radio/CD-unit from Alpine with optional CD-changer in the trunk. The red-glowing LED's have been replaced with a new color-LCD screen with user definable color-settings of which the intensity will automatically adjust to the surrounding lighting conditions. The rest of the dash remains the same with its superb and ergonomic lay-out but the quality of the materials seems to have been upgraded. And, as always with the NSX, Honda has managed to reduce the total weight of the car with another 20 lbs without sacrificing strength.
The front wheels are now 17" also, with 225/40 tires while the rears have been upgraded to 265/40 to be able to cope with the higher engine-output.
All these changes obviously not only make the NSX still the only true super car ever to come out of Japan, it also puts it right back in the top of most desirable sports cars out there ever.
January 2000
Three years has gone by since the last major upgrade of the NSX. And looking at the current model, it is easy to forget that his car has been in production now for a full decade which is, by car-standards, almost an eternity. Yet, the NSX is still at the forefront of sports car-technology as much now as it was back then, still being one of the best of the breed.
It seems the NSX is slowly evolving to become the Japanese Porsche 911. That is, a car with a heritage that can be easily traced back to its origins while at the same time being continuously improved upon to keep it's performance right there where it belongs.
This year, the new NSX has gone through some major outward modifications. Gone are the flip-up headlights to be replaced with all-new high-output Xenon fixed-headlights combined with a new nose. The new front takes a little time getting used to but at the same time Honda claims the new front saves another 30 lbs of weight, reduces total drag and also improves the down-force at high speeds. The rear of the car sports a slightly higher CF rear-spoiler and the lower valence has been modified for better underbody airflow. The wheels remain the same at 17" all around but the seven-spoke rims have been re-designed for slightly less weight. At the same time, the car has been lowered slightly, being .75" lower to the ground. Springs and shocks have been stiffened slightly as have the sway bars for even better cornering. The new hood has also been made of carbon-fiber to further reduce weight. The brakes have been upgraded with a new type of brake-pads which, combined with a totally new and quicker-pulsing ABS-system have shortened typical stopping-distances. The engine total output has not been changed but because the weight of the car has decrease slightly, performance is still right there at the top.
On the interior side, the NSX now comes with a color-LCD screen which neatly disappears into the dash when not in use. The screen is not only used for navigation but can also be used for viewing DVD’s. One might ask what the wisdom is for such luxuries in a high-end sports car but please bear in mind that the NSX is not only one of the best of its breed in performance but has also always been one of the most comfortable (and not forget reliable) sports cars ever.
January 2003
Today Honda has unveiled its latest incarnation of the famous NSX. Again, we are not talking about a completely new model but then again, most of the NSX aficionados did not really want one. In the 13 years of its existence, the NSX has gained a highly loyal list of followers which has grown year by year. Although probably never a money-making model, the NSX sales-figures have remained the same for the last six year or so. Its reliability and its second to none built quality have made even the early models highly searched after. The NSX obviously has earned its place as one of the most highly regarded super cars out there.
For this year, the NSX has a larger engine with a displacement of 3.5 liters. Honda told us this is the largest engine it will be able to put in the NSX and anyone looking in the engine-bay can readily testify to that. Although the engine-block is slightly larger, the total engine weight is about the same, an very important aspect for retaining that ideal mid-engine car balance the NSX has always been famous for.
Engine output has increased to 380HP. Over all, the NSX has become a little wider, with larger headlights and wider body panels. Wheel-size is the same at 17” but tire-size has gone up to 235/35 front and 275/35 in the rear. Brakes are now 13” all around with bigger yet lighter calipers for a better pedal feel. The interior has remained more or less the same but there are some subtle differences. One can now choose between the original color or a two-tone brushed aluminum look around the console. Also, the built-in LCD-screen is a now a simple to use touch-screen, making the navigation system much easier to use. Other things like the odometer are now electronic instead of mechanical and the color-scheme of the needles has changed. Also, the leather of the seats is now perforated and one can now choose between the standard seats or two different option of race-oriented seats. Other changes include a lighter and more compact air conditioning system, better alarm-system, a keyless entry system and parking-sensors in the rear bumper.
Put together, the performance of the new NSX is, as usually, one of the best. We easily managed a 0–60 time of 4.5 seconds and a quarter-mile of 12.6. The level of grip is simply tremendous and even with the higher output the car follows the driver’s instruction to the letter. The Modena 360 we drove in comparison might sound just as glorious as the new NSX, but it certainly was not any faster. And, as always, the balance of the NSX, even after 13 years, still proves the validity of the original design.
In recent years, we have seen a number of cars which put of more than 400 HP. Some of these cars have better acceleration numbers than the Acura NSX. But when it comes to the total package, the new NSX proves that mere numbers don’t always tell the whole story.
Simply put, the NSX is a good example of automotive synergy. Always more that the sum of its parts.
