Honda NSX (1991-2003)

When you were young and the question 'What kind of cars would you like to drive when you grow up?' was asked, the response may well have been 'An E Type' or 'Porsche Turbo'. If you're currently under 30 the answer may well have been 'a WRX' but is highly unlikely to have been 'a Honda NSX'.

The big Honda's inability to enthuse was illustrated some years back in the carpark of a high-profile Gold Coast resort. Through the gloom, a pair of teenagers spied a sinuous, red-painted snout and with cries of "Look dad, a Ferrari!", they dashed 50 metres towards what was obviously expected to be some tactile contact with a Testarossa.

Two metres from the quarry they stopped and the excitement gave way to abject and audible disappointment.

"It's not a Ferrari, it's a (expletive deleted) Honda!" And they walked away without a backward glance.

The NSX is a car with an image problem. In fact, it's a car that in this country has hardly any image at all but to dismiss it on that basis alone is adolescent folly.

Honda has amassed a wealth of performance engineering credentials during 40 years of motor sport involvement. During the 1960s it fielded a team of V12 and V8-engined Formula One cars and supplied engines to Jack Brabham's highly successful Formula Two team.

During the period of NSX development it had returned to the Formula One fold; initally with Williams and then in a highly successful partnership with McLaren.

Australia saw its first NSX shipments in late 1990; these early arrivals priced at $159,000 with five-speed manual transmission or $165,900 for the four-speed automatic.

Members of the motoring media stampeded to drive this ultimate expression of Honda technology and those who allowed anticipation to overrule objectivity came away a little dissatisfied. The VTEC V6 fitted to manual cars developed just 201kW of power and had to be revved like a CRX before it felt or sounded anything like the Ferraris that the NSX was expected to emulate.

Extensive use of aluminium for the body panels, engine and suspension components kept weight at a manageable 1370kg and allowed manual NSXs to deliver 0-100km/h times in the vicinity of seven seconds. Autos with 188kW were around a second slower; however straight line performance was just about the only area wherein the big Honda gave ground to its European rivals.

The mid-engined layout and double-wishbone suspension produced a car that was rigid yet supple and with immense levels of adhesion. The cabin was an expansive glasshouse that demanded and got super-effective air-conditioning and came with sumptuous leather-bound seats and a purpose-built Bose sound system.

Ross Palmer - whose backing had helped Dick Johnson to become a Touring Car front-runner - was quick to recognise the NSX's competition potential and slotted 500cc Motorycle World Champ Wayne Gardner into the lead driver slot for the 1993 Production Car 12 Hour at Sydney's Eastern Creek Raceway. The reward was third place behind the twin-turbo RX7s but ahead of a Nissan GTR.

In 1995 and with a driving contingent that included Sir Jack Brabham, an NSX finished fifth in the same event. Despite further proof of its credentials, the Honda's grasp on ‘supercar' status remained tenuous and annual sales during the remainder of the decade slumped to single digits.

Price manipulation during the late '90s played a significant role in declining NSX sales. On the Australian market between 1991 and 1995, the cost of an automatic version increased from $165,000 to more than $210,000. The targa-top NSX-T introduced in May 1995 was priced at $221,000 but remained at that figure until the introduction of GST in 2000, while the 3.2-litre, six-speed manual car that arrived in 1997 cost $5000 less than a five-speed.

Worldwide NSX sales began with a spirited 3163 during the 1991 model year but by 1996 had tailed off to just over 500 units annually. The majority have manual transmission and early cars were almost invariably painted red or black, however white, yellow and blue cars have also been sighted.

ON THE ROAD
"Around town it drives like a Civic," says Les Dombi, who has owned his five-speed manual NSX for two years. Les races the NSX regularly and disputes the view that bad behaviour is an inevitable attribute of exotic-looking machinery.

"Apart from the twin-plate clutch that gets a bit heavy in stop-start stuff, it's a lovely car to drive and will just trundle along in traffic without grumbling or overheating. But then you can punch it and the VTEC kicks in and away it goes. The only thing it needs is some more power - with another 50kW or so it would have been a legend of a car."

While manual NSXs outsold auto versions by almost ten to one, self-shifting cars seem more common in the Australian market. The Honda transmission is among the most effective automatics in existence, but when combined with the peaky VTEC engine obliges the driver to manually select a lower gear when instant acceleration is required. Left to its own devices, the auto is smooth, unobtrusive and much more like a Civic than is desirable in a $200,000 super-coupe.

In the context of everyday driving, the Honda's stopping and cornering abilities are beyond reproach. Its Formula One-inspired suspension manages to deliver exceptional grip levels while maintaining acceptable ride quality. Four-wheel discs with ABS are fitted and once the 15-inch front wheels were replaced in 1994 by 16-in alloys, the brake diameter was increased to a hefty 298mm.

Fuel consumption under urban conditions is a reasonable 18litres/100km and at highway speeds the 70 litre tank will take you almost 600kms between pit stops.

The driver sits in well-shaped leather seats that offer a driving position that's been described as "low-slung, Le Mans racer style", but taller drivers will suffer from restricted headroom. The floor-hugging seats make exiting the car a chore unless the doors are fully open, so this is not a car that relates well to narrow parking bays.

The massive rear window doubles as an engine cover so it can suddenly become fogged due to a combination of high humidity and radiant heat. This problem seems more prevalent in targa-top cars than those with a fixed roof.

Luggage space is minimal but the boot is large enough to accommodate a flat tyre – unlike less considerate sports machines that provide nowhere to put your disabled wheel apart from the passenger's lap.

BUYING
Fewer than 150 NSXs were delivered to Australian owners during the 1990s, so finding a locally complied car won't be easy. It will, however, be relatively cheap.

Without the imagery of a Porsche or Ferrari, early cars that have travelled less than 150,000kms should cost around a quarter of their original $160,000-plus asking price. $45,000 buys a 1991-92 auto with the more desirable manual worth up to $5000 more.

Targa-top cars and those with six-speed manual transmissions are extremely rare yet unlikely to cost more than $100,000.

A few Japanese market cars have been imported – either directly or via New Zealand – and these are worth 30 per cent less than equivalent local models.

Ex-Japan cars rarely come with verifiable service histories, so caution is highly recommended.

BUYERS CHECKLIST:

BODY:
Inspect the lower extremities for signs of kerb or speed bump damage. The lightweight panels are easily dented so park the car out of direct sunlight and look carefully for minor damage that will affect resale value. Door catch attachment screws can work loose and the struts that support the large and expensive rear window weaken with age. Make sure that the pump supplied to inflate the spare tyre still works.

ENGINE:
Finding a car with fully-documented service history is an absolute must. Early engines suffered coolant leaks from poorly designed and positioned hoses that should have been replaced by now. Avoid cars with any trace of oil smoke from the exhaust as they may have been overheated. Oil leaks around the VTEC spool valve housings can drip onto the exhaust. Replacement camshaft drive belts are required at 100,000kms but belts that are more than seven years old should also be replaced as they deteriorate with age.

TRANSMSSION:
Oil leaks from the transmission breather are the only problem regularly reported by owners of auto NSXs. Manual cars suffer from owner abuse and the twin-plate clutch is unlikely to survive for more than 40,000kms. Replacement using locally available parts will cost close to $2500 and at least $1000 for labour. Importing parts from after-market suppliers in the USA will be cheaper.

SUSPENSION & BRAKES:
The brakes fitted to pre-1994 cars are relatively small for their task and overheating can cause disc rotors to crack. Topping the brake system with other than the recommended Honda fluid is said to cause aluminium component corrosion. Wheel alignment is crucial, so check tyres for erratic wear patterns.

ELECTRICS & INTERIOR:
Much of the NSX's interior and electrics may appear well but listening is more important than looking. Popping and screeching from the stereo speakers indicate imminent amplifer failure. Each speaker has its own amplifier and replacements cost $1100 each. Noise or shuddering from the electric windows is also expensive to fix, while replacing a broken interior door handle can cost $600. Uneven cooling or a non-functioning air-conditioning can cost $3000 to rectify.