Honda NSX (1990 - 2005)

Models Covered: (2 dr supercar 3.0, 3.2 petrol [NSX, NSX-T])

BY ANDY ENRIGHT

The Honda NSX is in many ways a landmark car. Sure, Japan had produced some fondly remembered sporting cars before it, most notably the Datsun 240Z and Toyota Celica GT4. However, nothing had come from the Orient to challenge the established supercar elite of Ferrari and Porsche. Not until Honda unveiled the NSX to an astonished press at the 1989 Tokyo Show.

Here was a car that offered genuine supercar performance, wrapped up in a high-tech aluminium construction and offering a V6 engine with Hondas renowned VTEC valve technology. It also looked ready to go into production, unlike so many other show cars. Never again would the Japanese be dismissed as pretenders to the supercar crown.

Build
Comfort
Depreciation
Economy
Equipment
Handling
Insurance
Performance
Styling
Value

If the NSX had a decent boot, you could use it for the weekly shop. That may well belittle the efforts of Hondas engineers who spent many hours thrashing prototypes around Motegi and the Nurburgring, but its perhaps the cars biggest compliment. Here was an exotic mid-engined supercar that didnt steam up, foul its plugs, or overheat in traffic, that would start first time every time with the minimum of drama, and which had acceptable all round visibility. This was something that took a bit of getting used to.

The usual supercar routine of contorting into an ape-like driving position was similarly redundant. It was disappointingly normal. Having said that, the NSX could hold its own with virtually any car produced. The V6 VTEC engine deserves to be remembered as one of the great powerplants of all time.

And that howl it produces as it approaches its redline is quite magnificent. Inside, the NSX's cabin is designed to perfectly accommodate two people - but don't expect space for much else. All right, so you could just about fit a weekend's luggage for two in the boot - but you'd have to be selective with your packing. Standard equipment on both fixed and open-topped models runs to air conditioning, leather trim and cruise control.

Less than youd expect. With early NSXs dipping below the £11,000 mark, supercar status can be had for far less than the price of the unloved Ferrari 348 that the NSX was initially designed to compete against. NSXs have never held their value as well as an equivalent Porsche 911, largely due to the fact that there are only a relatively small amount of buyers willing to part with serious money for the Honda badge. The first of the 3.

2-litre cars will still require £24,000 for a coupe and £25,500 for the NSX-T. Despite the introduction of the larger engined cars, UK sales of the NSX slowed to a trickle, due to the excellence of the 996 series Porsche 911 and rumours of an NSX replacement. Unsurprisingly, all NSX models land firmly into insurance group 20.

Two contrasting emotions here; a). its just a Honda and b). its (up to) £65,000 worth of complex rocket science that the home mechanic should steer well clear of with a spanner and mole grips. Both equally true.

Whilst the NSX does uphold Hondas traditional reputation for excellent reliability do remember what you are dealing with. Buying a £20,000 NSX that has been neglected will give the term affordable supercar a bitter irony. Check for a full service history, and if possible, have the car inspected by an expert its a wise investment. Look for accident damage.

Despite its benign reputation, once an NSX begins to spin, its fiendishly difficult to catch, and repairs to the car's aluminium monocoque are punitively expensive. Few cars tempt you so ingenuously then punish you so hard. Its imperative to make sure clutch, exhaust and VTEC are present and correct, and also look at the condition of the tyres. Theyre expensive.

Finally, look out for non-standard Japanese import cars, such as the NSX Type-R that are not supported by UK garages.

(approx prices based on 3.2 coupe) Although nothing like the price of spares for some exotics, NSX spares prices are not by any stretch of the imagination inexpensive. A new clutch assembly is £770, while a new exhaust system, not including catalyst, retails for £1600. Front brake pads are just £64, but a new radiator is £490.

A starter motor is £272, and if your NSX is winking instead of blinking, a new headlamp will be £408.

Magnificent. It is only recently with the development of four-wheel drive supercars such as the Nissan Skyline GTR34 and the Mitsubishi Lancer Evo VI that the NSXs ability to tempt you right up to its limits have been eclipsed. The sound from the V6 is intoxicating and the ride and handling are spot-on, even in a 1991 car. It really is that good.

Inside its a trifle disappointing. You wont feel a million dollars, even if the car looks it. Standard switchgear recognisable from lower-spec models is obvious and lowers the tone. This is probably where the NSX most shows its age.

Youll feel far more chic in an £20,000 Alfa GTV.

That British NSX sales never amounted to more than a trickle is largely due to our own perceptions of what a supercar should represent. It should be fast, look magnificent and make you feel like a rock star. The NSX just about scores two out of three there. In the final analysis, the NSX wasnt mad, bad or dangerous enough to play the supercar role with any great conviction.

However, if you see mad, bad and dangerous are just another way to say ill-conceived and inconvenient, youll love the NSX. With used prices looking tempting, consider the alternatives carefully. You could be in a brand new Toyota Avensis, or a used Honda NSX. Whoever said life was full of tricky decisions had never driven a Honda NSX.