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Purchase advice Honda NSX (1990 - 2005): weak points and prices

Purchase advice Honda NSX (1990 - 2005)
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D he revolution began in the late 1980s Years in Japan. Mazda revived the concept of the two-seater, affordable roadster with the MX-5. In 1989, Honda showed the NSX, a sports car with Formula 1 technology, a competitor to Porsche's 911 Carrera 2 and Ferrari's 348 tb. The NSX stands for 'New Sportscar Experimental'.

Honda NSX with V6 mid-engine and up to 280 hp

The three-liter V6 mid-engine made 274 hp when it appeared, which is more than Boxer in the 911, which at that time was sawing in the 964 generation with 250 air-cooled hp. Honda was optimistic about sales of the NSX. The Japanese built a plant in Tochigi just for the futuristic sports car. Its 4.4 meter long body was made entirely of aluminum, and that in 1990 - when Audi, BMW and Mercedes tried in vain to keep their steel structures rust-free.

The NSX of the first series (NA1) weighed according to the information from Honda only 1,362 kilograms. The final NSX-R extreme variant with 280 hp presented in 2002 was even lighter. The 'normal' NSX got the same powerful 3.2-liter engine with the presentation of the second series (NA2) in 1997. It also got a little heavier: 1,388 kilos is 26 more than before.

VVIS, VTEC, titanium connecting rods and Ayrton Senna

He always looked spaced-apart, with or without his folding headlights; they ceased to exist in 2002 with the facelift of the NSX NA2. It still had the far too long-looking rear that protruded far beyond the rear wheel arches with the spoiler on top. The high-revving engine showed ingredients that were previously only known from racing. These include the connecting rod made of titanium, a variable intake control (VVIS) and of course the valve control (VTEC) regulated by the oil pressure.

In comparison, it beats in the transverse dynamics test by auto motor und sport 1991 with its drive concept and its finely balanced chassis set-up both the Porsche Carrera 2 and its domestic competitor, the Nissan 300 ZX. No wonder, since a certain Ayrton Senna drove the last voting drives of the NSX at the Nürburgring.

The press showered the NSX with praise for its exceptionally good handling and despite its modest displacementinspiring V6 engine.

Lateral dynamics instead of horsepower swagger - until its end

Also scored in the sprint the Honda performed well: the pre-facelift NA1-NSX accelerated from 0 to 100 km /h in a brisk 5.9 seconds (NA2: 5.5 seconds, NSX-R in the super test: 4.9 seconds) and ran depending on the Version up to 280 km /h - if it was equipped with a five-speed manual transmission. The four-speed automatic called F-Matic robbed the Japanese sports car of any longitudinal dynamics and the standard sprint took a whole second longer. Worth mentioning: The NSX with F-Matic always had 256 hp.

One wonders: Who is to blame that Honda decided to offer an automatic for this rather extreme athlete? Clearly: the American market. Honda had identified this as the main sales market for the NSX, and experience has shown that buyers in the United States preferred the automatic transmission. All the more strange that Honda relied on a comparatively small V6 engine in a super sports car in the land of the large-volume eight-cylinder.

And then there was the high price for a lot of technical fuss, but ultimately too little power: at least 135,000 DM were due when the Honda NSX was introduced. In 15 years only 271 copies came to Germany. Today - and in good condition, with a few kilometers - they are not cheap on the used car market. You should expect at least 40,000 euros for a pre-facelift model, models built after 2000 rarely appear on the Internet.

Even a Honda NSX has weak points

There are also some Honda NSX with the scolded automatic converter to be found in the car exchanges. After all, the automatic customers had an advantage: no two-plate clutch. This is one of the few weak points in the Honda NSX and usually has to be replaced after a maximum of 100,000 kilometers. With the successor model NA2 and the new single-disc clutch built into it, things didn't really get any better.

Less important for sports drivers, but all the more annoying in everyday life: The air conditioning compressors (replacement: approx. 1,000 euros) give in the course of the Years of wasting the spoon and the Bose sound system stops working. Cracking, screeching sound is an indication that a new circuit board for the amplifier will soon have to be found here. Costs: at least 400 euros.

A timing belt and water pump change is due every 8 years or 100,000 kilometers - when making a purchase, you should make sure that the last major service was not too long ago. Because in order to change the two, actually relatively cheap components, the engine has to be removed. That takes time, and time is known to be money.

The spare parts supply is poor, and a lot has to be imported. Accident cars are strongly advised against with the Honda NSX: The aluminum body parts are extremely expensive. Your prices are onFerrari level. An unpainted door costs around 3,000 euros. Fierce, and part of the reason the Honda NSX has all but disappeared from the streets. You really want nothing more than a European classic program for Japanese sports cars from the 1990s.


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