Guide: Japan Redefines the Standard - a Historical & Technical Appraisal of the Honda NSX 3.0
Background
In 1962, seven years after Honda’s first motorcycles were released, the firm expanded in to automobile manufacturing.
Company founder, Soichiro Honda, had long been a fan of motor racing and, from 1958, his firm achieved great success with their two-wheeled competition machinery.
To publicise the fledgling road car division, Honda embarked on a Formula 1 programme between 1964 and 1968. During the 1960s, the firm also supplied a successful Formula 2 engine to various teams.
However, despite moderate success (including wins at the 1965 Mexican GP and 1967 Italian GP), the company decided to abandon all international motor sport at the end of 1968.
In 1979, Honda returned to Grand Prix motorcycle racing and, in 1980, to Formula 2 as an engine supplier.
Powered by the new two-litre four-valve iron-block V6 Honda engine, works Ralts won the F2 championship in 1981, 1983 and 1984.
Buoyed by their success, the Japanese company re-entered Formula 1 as an engine supplier.
In 1984, the Honda Formula 2 engine was used as the basis for a new mid-engined concept called the HP-X. Designed by Pininfarina, the HP-X was unveiled at the Turin Motor Show in November 1984.
Soon afterwards, Honda approved a mid-engined rear-wheel drive supercar for production. It would be powered by a three-litre normally aspirated V6. Honda’s intention was to exceed the performance of Ferrari’s V8-engined range, but with greater reliability and at a lower price.
The resultant NSX entered development at a time when Honda had emerged as the pre-eminent engine supplier in Formula 1.
Between 1983 and 1992, Honda-powered McLaren, Williams and Lotus cars racked up 69 F1 victories. Perhaps most famously, 1988 saw the McLaren MP4/4 Honda win 15 out of 16 races.
Unlike those vehicles being developed by McLaren (F1) and Yamaha (OX99-11), the NSX was not intended to be an F1 car for the road. Instead, it would offer Ferrari-beating performance in a practical and reliable package that could be used every day.
The NSX team was led by Chief Designer, Masahito Nakano, and Executive Chief Engineer, Shigeru Uehara.
To construct the model, a purpose-built factory was created. Production took place at the new Takanezawa R&D plant in Tochigi (until 2004) and over 18,000 NSXs were manufactured during the model’s 15 year run.
Chassis
The NSX was the world’s first mass produced car to feature an all-aluminium monocoque chassis. The unibody construction used a revolutionary extruded aluminium alloy that was extremely light and rigid.
The same material was also used for many of the suspension components and resulted in a comparative 220kg weight saving over steel.
Double wishbones with forged control arms and coil sprung dampers were fitted to each corner along with anti-roll bars at either end.
Braking was via an independent four-channel ABS system with 282mm diameter ventilated discs all round.
Forged alloy wheels measured 15 x 6.5-inches at the front and 16 x 8-inches at the rear.
The five-spoke rims were originally shod with Yokohama tyres.
A 70-litre fuel tank was installed up against the rear bulkhead.
Engine & Gearbox
The two-litre engine seen in the HP-X concept was switched to a high revving all-alloy three-litre motor based on Honda’s C-series 90° V6.
Originally a single overhead camshaft 24-valve engine, for this latest application, the C-series unit was comprehensively uprated to achieve the desired levels of performance.
Honda designed a new cylinder block with DOHC heads and also equipped the engine with their innovative VTEC variable valve timing system (Variable Valve Timing and Lift Electronic Control).
The compression ratio was taken up to 10.2:1 and custom-mapped Honda PGM-F1 electronic injection was adopted.
A bore and stroke of 90mm and 78mm respectively gave an overall displacement of 2977cc.
Transversely mounted, the new Type C30A motor was reserved exclusively for the NSX. It became the first production car engine to feature titanium connecting rods and forged pistons. These were used to lower reciprocating weight and increase overall strength which allowed Honda’s engineers to raise the engine’s rev limit to 8000rpm.
Peak output was 270bhp at 7100rpm and 210lb-ft at 6500rpm.
Transmission was via a five-speed manual gearbox with a small diameter twin-disc clutch and a limited-slip differential.
Bodywork
Although Honda had commissioned Pininfarina to design the 1984 HP-X concept, the NSX was styled in-house.
Intakes were neatly carved out from the nose and along each flank, but no attempt was made to stylise them in the manner Pininfarina had done with the Ferrari Testarossa and 348.
Likewise, aerodynamic devices were smoothly integrated, most notably the full width rear spoiler.
Retractable headlights were installed at the front while, at the back, a combination of lights and reflectors spanned the tail fascia.
The domed cockpit was designed to give excellent visibility. For the first few years, both the roof and pillars were painted black regardless of the body colour.
Interior
The restrained approach to styling continued inside.
All six instruments were located in the main binnacle: the 9000rpm tach and 280kmh speedo were flanked by a water temperature and oil pressure gauge to the left and a fuel read-out and ammeter to the right.
Various functions were mounted on stalks either side of the steering column and the remaining switchgear was located on a neat central console.
Bucket seats were well-cushioned and upholstered in leather.
The three-spoke steering wheel was also leather rimmed and incorporated an airbag.
Electric windows, electric mirrors, electric seats and air-conditioning were standard.
Options
Options were limited to a choice of exterior colours and an automatic transmission. The automatic NSX also came with electric power steering and a reduced 252bhp output.
Weight / Performance
Honda quoted a kerb weight of 1370kg, a top speed of 168mph and 0-62mph time of 5.5 seconds.
However, performance figures only told part of the story as considerable praise was heaped upon the car’s driving dynamics. Racing drivers Satoru Nakajima, Ayrton Senna and Bobby Rahal had all been involved in the car’s development.
Launch & Production
First presented at the Chicago Motor Show in February 1989, an almost production-ready NSX was then displayed in October 1989 at the Tokyo Motor Show.
The Tochigi manufacturing plant was completed in May 1990 and Japanese sales started in September at Honda’s Verno dealerships.
The NSX was marketed as an Acura in North America and US sales started in November 1990.
1119 units were sold in 1990 followed by 1940 in 1991 and 1154 in 1992.
Thereafter, less than one thousand were produced annually.
1992 Production Changes
The first change came in 1992 when a new colour, Grand Prix White, became available.
1993 Production Changes
In 1993, a passenger side airbag was added (which led to the glovebox being reduced in size).
Other changes that year included 2mm less toe-in at the rear to improve tyre wear, a reconfigured centre console to free up space and a revised air-conditioning system.
1994 Production Changes
The major development in 1994 was the arrival of Honda’s ‘SportShift’ four-speed automatic gearbox.
Also known as ‘F-Matic’, it allowed conventional automatic shifting but also had a manual mode that enabled the driver to change gears via a fingertip shift lever on the steering column.
Output of the F-Matic NSX (which replaced the standard auto ‘box) stayed at 252bhp. A lighter power steering system was now installed.
Other changes for 1994 included new seven spoke wheels (painted Solaris Silver). They measured 16 x 7-inches at the front (up from 15 x 6.5) and 17 x 8.5-inches at the rear (up from 16 x 8).
The gear cut method was also changed to reduce gear noise.
Brooklands Green Pearl was a newly available colour while Sebring Silver was dropped. There was a new interior colour too as Tan replaced Ivory.
Later in the year, customers could also order a body-coloured roof instead of black.
1995 Production Changes
In 1995, a new targa topped NSX-T was introduced. From March 1995, it became the only body style available in the USA.
To compensate for the slight loss of rigidity, an additional 45kg of structural reinforcement was added. The rocker panels, bulkheads, roof pillars and floorpan were all beefed up. The NSX-T also came with smaller diameter anti-roll bars, stiffer front springs, softer rear springs and firmer dampers.
At this point, the lighter power steering used on the F-Matic NSX was made standard on the Coupe.
Other upgrades made in 1995 included a lower second gear ratio and Torque Reactive limited-slip differential for manual cars. Automatic NSXs kept the old differential.
Also new for 1995 was a Throttle-By-Wire system, a lighter exhaust, OBD-II on board diagnostics, more effective traction control and revised fuel injectors.
Airflow to the brakes was improved and extruded aluminium bumper reinforcements replaced steel.
By this stage, nearly all NSX Coupe roofs were body coloured. Exceptions were the small number of base specification Japanese Domestic Market examples.
The black roof was still available as an option along with a new colour, Midnight Pearl. Grand Prix White was discontinued.
1996 Production Changes
Grand Prix White became available again in 1996 when the Coupe was reintroduced to the USA as a special order option.
Otherwise, no major changes were made.
1997 Production Changes
For 1997, manual cars were equipped with a revised 3.2-litre 290bhp engine and six-speed gearbox (covered separately).
By contrast, NSXs ordered with F-Matic retained the old 252bhp three-litre motor.
Nevertheless, automatic examples still received all the other annual improvements. For example, in 1997, the NSX was further enhanced with bigger brakes, more refined power steering and uprated ABS.
To save weight, stronger and lighter body panels were used for the fenders, doors and lids. Heat absorbing glass was installed along with a new front spoiler.
There were also three new colours for 1997: Kaiser Silver, Monte Carlo Blue Pearl and Brooklands Green Pearl.
1998 Production Changes
The only change in 1998 was revised software for the electronic Throttle-By-Wire system.
1999 Production Changes
There were no significant changes in 1999.
2000 Production Changes
The year 2000 saw Kaiser Silver, Monte Carlo Blue Pearl and Formula Red discontinued. They were replaced with Silverstone Metallic, Monaco Blue Pearl and New Formula Red.
Door trim panels now came with perforated leather and the ABS was further improved via a software upgrade.
2001 Production Changes
Nothing was changed for 2001 as Honda worked on a major 2002 upgrade package.
2002 Production Changes
Cosmetically, the 2002 NSX was given a facelift that most notably included an entirely redesigned nose with revised intakes and lighting. Xenon HID headlights were located under clear covers with the fog and side lights clustered alongside.
Stiffer spring rates, a thicker rear anti-roll bar and a quicker steering rack were fitted along with bigger 17 x 7-inch wheels at the front and 17 x 9s at the rear (up from 16 x 7 and 17 x 8.5 respectively).
The four-speed automatic transmission was given a manual-type shift option and two new colours became available. For the exterior, Long Beach Blue Pearl and Imola Orange Pearl were added to the options list and Monaco Blue Pearl was discontinued.
Inside, buyers could now choose Yellow, Silver, Blue, Orange, White or Red upholstery.
The centre console, door inserts and instrument bezels were switched to aluminium. White stitching was used on the dash.
Bridgestone Potenza tyres became standard (instead of Yokohama A022s).
The Coupe option was discontinued in the USA.
Thereafter, annual upgrades were limited as the NSX approached the end of its life.
2003 Production Changes
For 2003, the rear anti-roll bar was enlarged from a 17.5mm diameter to 19.1mm.
2004 Production Changes
In 2004, production switched from the Takanezawa R&D plant in Tochigi to Suzuka.
Keyless entry and a CD changer became standard.
The instrument bezel was changed from aluminium to dark grey while the centre console and door trim inserts became a brighter shade of silver.
End of Production
NSX production ended on November 30th 2005 by which time over 18,000 had been completed.
The model was revived when Honda released a second generation NSX in May 2016.
Text copyright: Supercar Nostalgia
Photo copyright: Honda - https://global.honda/
