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Last week I tried to invent a time machine by installing a flux capacitor on the NSX. It didn’t work as planned, I guess because the car isn’t made of stainless steel. I hit 88 and wound up pretty much in the same time and place; the only thing that had changed was that I was visiting a different reality. While there, I bought a copy of the Sept. 2007 Road and Track and brought it back with me. The quality of the writing has, IMO, fallen way, way off. But here’s most of one of the articles:
New 2008 Fourth-Generation NSX’s to hit the showrooms today.
A Screaming Sculpture in Aluminum and Carbon Fiber.
Although a recession caused the stellar first-generation NSX to be a less-than-impressive seller, Honda has remained true to the vision of Soichiro Honda. Thanks to typically Japanese far-sightedness, the NSX has seen steady, groundbreaking change over the years. A staunch believer in automotive evolution, through its continually redesigned and updated models, Honda has effectively pushed forward the cutting edge of supercar technology – with the effect of keeping the competition scrambling to keep up with the benchmark NSX – since 1991.
“When we first introduced the car, we were very innovative compared to everyone else,” stated wiley Honda chairman Fukui. “We would not be so stupid as to let this hard-won advantage slip away. Nor would we want to sully the irreplaceable halo granted us by Ayrton Senna. Such blunders as these are for the Americans.”
Honda’s dominance of F1 racing continues to be unassailable; in fact, there are rumors that due to the triumph of the NSX, the much-respected Acura brand will become a purely performance division, with the Honda marque selling the econoboxes, sedans, and SUV’s. The stunning third-generation S2000 will still carry the Honda badge, for now.
For NSX enthusiasts, the wait wasn’t very long for the 2008, fourth-generation model to emerge. It is the most elegant and awe-inspiringly potent version yet. It makes the still-beautiful first version seem dated as a model T by comparison. Design cues carried over from the earliest models are the mid-engined layout, extensive use of aluminum alloys in the body panels (although the chassis and engine block is now titanium alloy), gorgeous contemporary styling and the iconic black top.
Just like the first-generation NSX (which was replaced by version two in 1995 and version three in 2001), this NSX is replete with cutting-edge technologies. Because most of the innovation lies in the use of exotic alloys, the car has avoided becoming watered down and heavier under the weight of these improvements. Not only is the new NSX lower and lighter than previous versions, it weighs some 750 pounds less than the Audi R8, for example. Carried over from the high-tech cockpit of the previous NSX are such standard amenities as MP3 Capability and satellite radio mated to a high-end stereo system, integrated NAV, backup camera and onboard diagnostics, and heads-up display. New this year is a directional bixenon/LED headlight system, Bluetooth, and LCD-impregnated glass that with the twist of a dial will alter the side windows and hatch tints from 0-33 percent.
Horsepower is greatly improved, too, because once again, Honda has acted decisively. Said Fukui: “Owners of the first NSX said that it needed more power. So we reengineered, and gave it to them. We, at Honda, listen to our customers and respond to their wishes. It is in our culture. Anything less would be unacceptable. It would be shameful to us.”
The base model (available as either a coupe or full convertible) sports an electronic sequential-port V8 good for some 560hp at 8500 rpm. The coupe will tick off 0-60 in 3.7 sec, 1-100 in 8.7 sec, and cover the quarter mile in 11.8 seconds at 125mph flat. Top speed lies somewhere past the 200 mph mark.
As tested, the base model NSX comes in at $98,500 – a relative performance bargain. Purists will want to spring for the available 750-hp NSX-R (see review in the June edition), which deletes most of the luxury items and comes with a full carbon-fiber package, a smooth underbody, and a TT V12(the long-awaited V10 is rumored to suffer from production problems), for an estimated $125,000. Like the first NSX, this is a car that can haul groceries – and do battle against the likes of the Porsche 911 GT on the way home.
Whichever model you fancy, if you want one, better get in line. The waiting list is at least 6 months long despite massive expansion to the Tochigi plant in order to cope with demand. Expect steep dealer markups ….
On the outside the car is all cool sophistication, adhering to the original concept of no extraneous bumps or curves, no just-for-show scoops; there are no unnecessary details, only ones that serve the purpose of going fast. There is one exception, however: a look through the rear hatch will send chills down your spine, for just under glass is a gorgeous yet businesslike engine lurking in the shadows. Even casual observers are drawn to the car; in fact, it’s such an eyeball-whore that in order to really drive, it’s best to escape into secluded twisty mountain roads for a one-on-one commune. That’s when you really leave the real world behind and connect with the cherished heritage of the NSX.
Once behind the wheel, you realize that car technology has now crept over into the realm of otherworldliness. Like an Armani suit, the seats seem tailored to your shape, and each control falls to hand easily. The car has undergone continuous ride quality and aerodynamic changes to the point where it seems there is no room for improvement. The car refuses to be darty on uneven pavement, and is serenely composed at speed. There is no discernable pitch or roll in taking a corner, and the brakes steadfastly refuse to fade no matter how much they are abused.
Toggle to the “sports” position and the NSX morphs from a purring housecat into a crouching panther as the adaptive shock system drops the car into a lower, firmer stance. The driver hears a menacing growl as the intakes open and the continuously-variable electronic VTEC adopts what amounts to an effectively higher cam profile. Nail the throttle either in computer-controlled automatic or paddle-shift mode, and the g-forces of blazing acceleration will slam you deep into the color-coded leather seats. Touching the brakes puts the huge ceramic rotors into a visegrip; as the car comes to a gut-wrenching halt, the belts catch you from flying forward so firmly they will leave a zigzag pattern on your torso ….
Although immensely well-mannered and reliable in comparison to other supercars, the new NSX does still have its odd quirks. Strangely enough, the car comes with a 5-foot retractable antenna that remains in the raised position whenever the sound system is on, and the windows roll up a little slowly for our taste.
Still, constant improvements and refinements have made the line immensely profitable as the car has now captured a significant portion of the market once dominated by the likes of Chevy (Corvette), all the way up to Ferrari.
Needless to say, the NSX has garnered its share of enthusiasts. Such passion has carried over to the previous models, which to this day are so popular that even a high-mileage 1991 model cannot be had for less than 50k. In fact, the website NSX Prime has seen its ranks swell to 60,000 owners and admirers, each ponying up a minimum $5,000 annual membership fee.
Said one longtime member after test driving the Version Four: “With Honda updating every 5 years like clockwork, the changes are coming almost too fast. We barely got to explore the last generation and here comes the next one. I’m sure that in another three or four years they’ll roll out the next version. Hell, they’re already testing the version five on the Nurburgring. Honda and the NSX are mind boggling. You never have to mod this car if you don’t want to because it already comes with more than you need. And do you know what the nicest thing is? By owning an NSX, we never have to make excuses or allowances to anyone – ever.”
New 2008 Fourth-Generation NSX’s to hit the showrooms today.
A Screaming Sculpture in Aluminum and Carbon Fiber.
Although a recession caused the stellar first-generation NSX to be a less-than-impressive seller, Honda has remained true to the vision of Soichiro Honda. Thanks to typically Japanese far-sightedness, the NSX has seen steady, groundbreaking change over the years. A staunch believer in automotive evolution, through its continually redesigned and updated models, Honda has effectively pushed forward the cutting edge of supercar technology – with the effect of keeping the competition scrambling to keep up with the benchmark NSX – since 1991.
“When we first introduced the car, we were very innovative compared to everyone else,” stated wiley Honda chairman Fukui. “We would not be so stupid as to let this hard-won advantage slip away. Nor would we want to sully the irreplaceable halo granted us by Ayrton Senna. Such blunders as these are for the Americans.”
Honda’s dominance of F1 racing continues to be unassailable; in fact, there are rumors that due to the triumph of the NSX, the much-respected Acura brand will become a purely performance division, with the Honda marque selling the econoboxes, sedans, and SUV’s. The stunning third-generation S2000 will still carry the Honda badge, for now.
For NSX enthusiasts, the wait wasn’t very long for the 2008, fourth-generation model to emerge. It is the most elegant and awe-inspiringly potent version yet. It makes the still-beautiful first version seem dated as a model T by comparison. Design cues carried over from the earliest models are the mid-engined layout, extensive use of aluminum alloys in the body panels (although the chassis and engine block is now titanium alloy), gorgeous contemporary styling and the iconic black top.
Just like the first-generation NSX (which was replaced by version two in 1995 and version three in 2001), this NSX is replete with cutting-edge technologies. Because most of the innovation lies in the use of exotic alloys, the car has avoided becoming watered down and heavier under the weight of these improvements. Not only is the new NSX lower and lighter than previous versions, it weighs some 750 pounds less than the Audi R8, for example. Carried over from the high-tech cockpit of the previous NSX are such standard amenities as MP3 Capability and satellite radio mated to a high-end stereo system, integrated NAV, backup camera and onboard diagnostics, and heads-up display. New this year is a directional bixenon/LED headlight system, Bluetooth, and LCD-impregnated glass that with the twist of a dial will alter the side windows and hatch tints from 0-33 percent.
Horsepower is greatly improved, too, because once again, Honda has acted decisively. Said Fukui: “Owners of the first NSX said that it needed more power. So we reengineered, and gave it to them. We, at Honda, listen to our customers and respond to their wishes. It is in our culture. Anything less would be unacceptable. It would be shameful to us.”
The base model (available as either a coupe or full convertible) sports an electronic sequential-port V8 good for some 560hp at 8500 rpm. The coupe will tick off 0-60 in 3.7 sec, 1-100 in 8.7 sec, and cover the quarter mile in 11.8 seconds at 125mph flat. Top speed lies somewhere past the 200 mph mark.
As tested, the base model NSX comes in at $98,500 – a relative performance bargain. Purists will want to spring for the available 750-hp NSX-R (see review in the June edition), which deletes most of the luxury items and comes with a full carbon-fiber package, a smooth underbody, and a TT V12(the long-awaited V10 is rumored to suffer from production problems), for an estimated $125,000. Like the first NSX, this is a car that can haul groceries – and do battle against the likes of the Porsche 911 GT on the way home.
Whichever model you fancy, if you want one, better get in line. The waiting list is at least 6 months long despite massive expansion to the Tochigi plant in order to cope with demand. Expect steep dealer markups ….
On the outside the car is all cool sophistication, adhering to the original concept of no extraneous bumps or curves, no just-for-show scoops; there are no unnecessary details, only ones that serve the purpose of going fast. There is one exception, however: a look through the rear hatch will send chills down your spine, for just under glass is a gorgeous yet businesslike engine lurking in the shadows. Even casual observers are drawn to the car; in fact, it’s such an eyeball-whore that in order to really drive, it’s best to escape into secluded twisty mountain roads for a one-on-one commune. That’s when you really leave the real world behind and connect with the cherished heritage of the NSX.
Once behind the wheel, you realize that car technology has now crept over into the realm of otherworldliness. Like an Armani suit, the seats seem tailored to your shape, and each control falls to hand easily. The car has undergone continuous ride quality and aerodynamic changes to the point where it seems there is no room for improvement. The car refuses to be darty on uneven pavement, and is serenely composed at speed. There is no discernable pitch or roll in taking a corner, and the brakes steadfastly refuse to fade no matter how much they are abused.
Toggle to the “sports” position and the NSX morphs from a purring housecat into a crouching panther as the adaptive shock system drops the car into a lower, firmer stance. The driver hears a menacing growl as the intakes open and the continuously-variable electronic VTEC adopts what amounts to an effectively higher cam profile. Nail the throttle either in computer-controlled automatic or paddle-shift mode, and the g-forces of blazing acceleration will slam you deep into the color-coded leather seats. Touching the brakes puts the huge ceramic rotors into a visegrip; as the car comes to a gut-wrenching halt, the belts catch you from flying forward so firmly they will leave a zigzag pattern on your torso ….
Although immensely well-mannered and reliable in comparison to other supercars, the new NSX does still have its odd quirks. Strangely enough, the car comes with a 5-foot retractable antenna that remains in the raised position whenever the sound system is on, and the windows roll up a little slowly for our taste.
Still, constant improvements and refinements have made the line immensely profitable as the car has now captured a significant portion of the market once dominated by the likes of Chevy (Corvette), all the way up to Ferrari.
Needless to say, the NSX has garnered its share of enthusiasts. Such passion has carried over to the previous models, which to this day are so popular that even a high-mileage 1991 model cannot be had for less than 50k. In fact, the website NSX Prime has seen its ranks swell to 60,000 owners and admirers, each ponying up a minimum $5,000 annual membership fee.
Said one longtime member after test driving the Version Four: “With Honda updating every 5 years like clockwork, the changes are coming almost too fast. We barely got to explore the last generation and here comes the next one. I’m sure that in another three or four years they’ll roll out the next version. Hell, they’re already testing the version five on the Nurburgring. Honda and the NSX are mind boggling. You never have to mod this car if you don’t want to because it already comes with more than you need. And do you know what the nicest thing is? By owning an NSX, we never have to make excuses or allowances to anyone – ever.”
