Alloy wonder: Honda NSX

After decades of producing cars for the masses built to a price, the end of the 1980s saw Japanese carmakers discover a new sense of self-confidence. To that point, with a few exceptions, their products were generally considered bland when compared to the European equivalents.  Cars built to make money, minus emotion.

In hindsight, it’s apparent they were merely biding their time; gaining experience and refining their craft, intent on becoming class leaders. Largely, they succeeded.

Mazda’s MX-5 and Nissan’s Skyline GT-R are two shining examples of Japan Inc’s ability to flex its muscles. The Mazda modernised the cheap roadster sector, while the Nissan re-defined the Racing Homologation Special. But perhaps the most ambitious project of the era was undertaken by Honda, which decided to aim for no less a scalp than Ferrari with its NSX supercar.

Honda was riding a wave of success as 1990 approached. Its turbocharged 1.5-litre V6 Formula One engine had powered Williams-Honda to consecutive constructor’s championships in 1986 and 1987, and provided motive force for McLaren-Honda’s record breaking 1988 season, where it won 15 out of 16 Grands Prix. In creating the NSX (believed to stand for ‘New Sportscar eXperimental’) Honda showed its intent – to take its racing experience to the street.  

The brief for the NSX was ambitious.  Honda wanted a mid-engined sportscar that combined the reliability and usability of a Honda Legend with a dynamic performance and engineering depth that matched the best supercars.

To do so, the engineers -- many of whom trained alongside Honda’s Formula One technicians --decided on a naturally-aspirated, 2977cc V6 engine that was mounted transversely behind the cabin.

The new V6’s block and heads were cast in aluminium while inside the engine Honda called on both F1 and motorcycle experience and used connecting rods fashioned from titanium -- a first in a production car engine.

More famously, the NSX featured VTEC, Honda’s Variable Valve Timing and Lift Electronic Control, which utilised two sets of camshaft lobes to change the valve lift. Intended to offer tractability and economy at low revs with a regular cam profile, at 5800rpm the ECU actuated a change to the more aggressive secondary lobes to enable better top-end breathing.

The power of the new V6 peaked at 201kW at 7100rpm with its (now modest) torque peak of 285Nm torque lined up at 5300rpm. The V6’s specific output of 67.5kW per litre was a record for a naturally-aspirated production vehicle. The actual peak figure was not a surprise, however, given it matched the 3185cc V8 in the contemporary Ferrari 328GTB -- a benchmark in the Honda’s development.

The tech-fest didn’t stop with the motor. The NSX’s aluminium monocoque was another production road car first. The alloy body weighed in 142kg lighter than an early steel prototype (208 versus 350kg). Total kerb weight was 1365kg.

Underneath, a Formula One inspired forged aluminium double wishbone suspension layout was used.

It all added up to a car of rare ability.  Legendary Formula One designer and creator of the McLaren F1 road car Gordon Murray said: “When I first drove an NSX all the other cars I had as benchmarks -- Ferrari, Porsche, Lamborghini -- vanished from my mind.”  

Honda capitalised on its link with McLaren to engage the services of Ayrton Senna for feedback and chassis development, a nice touch of publicity and now part of NSX folklore.

All early NSXs had the in-vogue (at the time) pop-up headlights and came with a blacked-out roof.  There was even an automatic option.  Alas the electronically-controlled four-speed unit couldn’t handle the engine’s full output (or peak revs) and as such the V6 was detuned to 188kW at 6600rpm.  Power steering was also standard on the autos (optional on the manual).

Initially arriving on Australian shores in late 1990, the NSX was priced at $159,900 for the manual and $165,900 in auto form.

The NSX’s delivery of supercar performance without the headaches then associated with ‘thoroughbred’ machinery proved a hit with journalists. Wheels staff were so impressed, they awarded it ‘Car of the Year’ in 1991. It was an award the NSX shared with the more proletarian N14 Nissan Pulsar.

Over its ensuing 15-year production run the NSX was the subject of many detail refinements.  Of the more significant updates, a Targa roof option was added in 1995 (coupes could also be ordered with a body-coloured roof).

In 1997 key mechanical changes were made, designed to keep the NSX on a par with the opposition. Then the V6 was stretched to 3179cc in manual cars which now enjoyed a sixth gear.  Power was now 206kW (the Japanese mandated limit) with 298Nm of torque.  

Aesthetically the largest change occurred in 2002, with new front-end treatment incorporating now-visible headlights and 17-inch wheels all around. Previously 16-inch fronts were used.

Today, the NSX shape still impresses; the cab-forward stance, aggressive side-scoops and swept up rear mark it out as a genuine supercar. We sampled two in the preparation for this article; a red 1999 automatic coupe which retains the 2977cc engine and original shape, and a facelifted 2002 manual with the Targa top.

The auto is owner Paul Philips’ daily driver and has logged over 135,000 kilometres, yet still drives tightly. At light throttle loads it proves remarkably docile, almost apologetic in its lack of aural drama yet able to easily maintain momentum.

The wider gears, higher weight and lower power of the auto simply aren’t an issue in give and take traffic, while the VTEC cam-change provides satisfying thrust (and sound) at higher revs. Steering is typically mid-engined, requiring a small acclimatisation phase as you get used to the car’s weight distribution, while the ride/handling balance remains formidable.

Jumping into the later build Targa -- which is Paul’s weekender and looked after by his friend Howard Boxall -- you notice that all the NSX’s original strengths are nicely amplified. Its engine has more of a voice while also being more flexible and accelerative and it’s matched by the slick six-speed manual gearbox.

Behind the wheel, it feels more special with the contrasting perforated leather trim and potential for open-roof motoring.  The Targa has an engine compartment brace to return some body stiffness lost by the opening roof but you’d be hard pressed to notice the difference, and it remains a tidy handler.

Although the actual driving experience hit the mark, sales never took off despite Honda pricing it well below the exotic Italians at least initially.  

Stories of badge snobbery still abound and the NSX never seemed to shake off the ‘try-hard Ferrari’ tag. It was an expensive car to produce in low volumes and with the price in Australia increasing to beyond $250,000 in 2004, Honda’s decision to cease production was a formality.

Of course, by then NSX had played its part and for that, car enthusiasts should be thankful. If it did nothing else, Honda’s mid-engined wonder forced the supercar establishment to finally lift its game.

Words - Adam Davis
Photos – Peter Ellenbogen