Honda NSX – PistonHeads

29 Mar 2015 | Author: | Comments Off on Honda NSX – PistonHeads


Recent weeks seen a huge revival of in the Honda NSX thanks to the acclaimed of the Type-R version, even that car isn’t actually for in the UK – at the moment anyway. says a lot for a car that’s actually very little in the 12 years it first stunned the world its exotic styling, its groundbreaking construction and its advanced high-revving V6 fibre reinforced metal and variable valve timing.

years on and the NSX’s distinctive still excites as evidenced by the it gets. It has been given a this year with the obvious change being the from the original pop-up to faired-in units. These help reduce the drag from 0.32 to 0.30, but they might improve the aerodynamics, I’m not sure do anything for its aesthetics.

From some angles look fine, but from you can see that they bulge out the bodyline, giving the NSX an odd ‘frog appearance.

As befitting a supercar, the NSX you very low in a seat that good lateral support at hip and shoulder levels. The pedals are ahead of you in a roomy footwell with footrest, while the column adjusts for both and height, and though the low roofline limits headroom there’s of fore/aft seat adjustment so it accommodate most people comfortably.


There’s no room in the nose either well only that taken up by the spacesaver spare though the NSX’s long allows it to redeem itself in the ratings by facilitating a boot big enough to take four sized suitcases.


Even more unusually for a coupe, the NSX scores highly in the ratings too. You can see the tops of front wings from the seat which helps to the car when negotiating gateways or of cars, while the low level wing is an excellent reversing aid and wraparound rear window rearward manoeuvring a damn easier than with the rear buttresses.

Twirling the wheel during any of this no effort thanks to speed electric assistance, though negotiation of mini-roundabouts requires an amount of wheel twirling to a surprisingly slow 3.2 turns to lock.

More usefully, the pedal is equally light in while the six-speed close gearbox has a slick precise – not that that much around town, as that VTEC V6 is flexible to potter along happily at in top.

Hard Man

In fact the thing that stops the NSX a totally soft drive town is the suspension, this revisions seeing uprated at the front and a beefier anti-roll 10mm track increase) at the along with 17 inch all round, these wearing and 255/40 Dunlop SP Sports and rear respectively. The result is a firm ride, causing creaks over urban (tracked down to the unoccupied seat and stopped by pressing on the and making trips along infested roads an unpleasant experience best avoided if you a full bladder.

Considering it was such a technical de force when it was launched maybe surprising that the NSX been given the all the latest driver’s aids as part of its but it hasn’t. All you get now is what you got back in namely ABS and traction control to you keep that aluminium safe in slippery conditions air con and cruise control to help your body comfortable on commuting trips.

B Road Special

Honda NSX

But while the NSX the easy town driving and commuting bits well, it does best is the B-road bit. And while the NSX might six forward gears, for maximum and maximum fun along twisty roads you only need of them.

Second gear you use for because although that 3.2 V6 will pull happily tickover, with its maximum being delivered at 7,300rpm and torque just 2,000rpm motivating the NSX with any real requires plenty of revs which not only produces acceleration but THAT noise.

around 6,000rpm when the high lift lobes over until the limiter in at 8,500rpm the NSX emits a sound probably best described as a between a roar and a wail. It is simply aural ecstasy for and it’s a pity we didn’t an MPEG to go with this because it must rate as one of the road car soundtracks ever.

Third gear you use for sweeping which is also where stiff suspension comes its own, soaking up bumps at speed without any of the creaks or you can get round town and enabling you to hard with plenty of but hardly any roll. In extremes the NSX mild understeer under conditions, while with control switched off it is possible to power oversteer if you try hard but in general it follows exactly the you choose for it, thanks in no small to the impressive grip provided by Dunlops.

The reason you use third for is because that will bring you out of the bend with the just entering the VTEC meaning maximum acceleration and aural entertainment along the – or straighter – If they’re long enough to hit the in third then that shifting close ratio box enable you to get into fourth the engine dropping out of the VTEC


Then, when you do run out of you can line up the corner and hit the brake hard safe in the knowledge the powerful all round vented will quickly knock off with no danger of snatching a then change down, in, clip the apex, straighten up and back on the power before it all again.

Thanks to an unusually dry afternoon and a favourite B-road was even more unusually of traffic I was able to repeat exercise numerous times the course of several miles, and the rapid acceleration, taut and brilliant noise made it a enjoyable experience.

Honda NSX
Honda NSX
Honda NSX
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