1999 Acura NSX

Supercars of the 1990s often dispelled with creature comforts in pursuit of all-out performance, being difficult to drive in most road-going situations. This changed with the arrival of the 'New Sports car eXperimental' (NSX) at the Chicago Auto Show in 1989. Development had begun as early as 1984 with Pininfarina being commissioned to design the first prototype - the HP-X HP-X (Honda Pininfarina eXperimental). Formula One Champion Ayrton Senna and Indy 500 Champion Bobby Rahal lent their considerable race car experience with the development of the chassis and suspension, resulting in the ultimate handling road car. The design team was led by Chief Designer Masahito Nakano and Executive Chief Engineer Shigeru Uehara.

Along with a timeless and exotic shape, it utilized a cab-forward design with aluminum unit-body construction paired with a transverse-mounted, all-aluminum 3.0-liter V6 engine churning out a hefty 270 horsepower and 252 lb-ft of torque. Gear changes were handled by a console-shifted four-speed automatic transmission with an electronically controlled lockup torque converter. In 1994, the SportShift four-speed automatic transmission (known as the F-Matic) became available. Much of its technology was derived from Honda's successful F1 Motorsports program, including the engine's ability to REV to 8,000 RPM. Titanium connecting rods allowed it to reach these high revolutions.

The NSX was the first production car to use an all-aluminum monocoque body, along with a revolutionary extruded aluminum alloy frame and suspension. The lightweight aluminum body saved nearly 440 lbs in weight over the steel equivalent, and the aluminum suspension saved an additional 44 lbs. It utilized an independent four-channel anti-lock disc brake system and Honda's proprietary VTEC variable valve timing system.

It had a very low center of gravity, great weight distribution, and impressive high-speed stability. Additionally, it was one of the most reliable, affordable, and easy-to-service supercars of all time. Tipping the scales at just over 3,000 lbs, the first-generation NSXs could race from zero-to-sixty mph in 5.03 seconds. The quarter-mile was achieved in 13.47 seconds.

The interior was useful and comfortable, with deep power-adjustable leather seats, analog gauges, speedo and tach, and a console shifter. There was air-conditioning, cruise controls, power windows, power locks, and an electric power steering system.

Initially offered as a coupe, a Targa Top arrived in 1995. Two years later, in 1997, the engine grew to 3.2 liters. A facelift in 2002 resulted in the removal of the pop-up headlights, replaced by integrated units.

Production of the first generation of the Honda NSX continued through 2005, and in North America, they were sold as the Acura NSX. A total of 8,999 examples were sold to the United States market and 701 to the Canadian market. 238 examples were sold to the US in 1999 and 5 to Canada.

by Dan Vaughan

The mid-engined NSX appeared on the supercar market in 1991 and has continued in production for over ten years. Honda had been dominating Formula One racing and decided to continue that domination in the showrooms. In over a decade, the NSX has not changed much. Its styling appears to be derived for the mid-engined Lotus Esprit of the 1970's, with its flat but angular styling cues. In February of 1989, Acura introduced a new sports car at the Chicago Auto Show, the NS-X. Its introduction is significant, being the first supercar from a Japanese automobile manufacturer. The name NS-X represented 'New Sportscar eXperimental'.

The design and materials used on the NSX were revolutionary and introduced many industry 'firsts' for the production car market. It was the first production car to use titanium connecting rods, six in total. The body and chassis were comprised of aluminum, weighing just over 460 pounds, much less than steel but with equal strength. The aluminum body housed many advanced technologies such as PGM-FI, Variable Valve Timing and Lift Electronic Control (VTEC), and a direct ignition system. The 3-liter DOHC V-6 engine was mounted mid-ship and matted to a five-speed manual gearbox. With 270 horsepower and 210 foot-pounds of torque, zero-to-sixty was accomplished in under six seconds.

Production was slow, but for good reason. Each vehicle was hand-assembled by a team of technicians, with an average of about 20 examples being produced per day. During its introductory year, only 1940 examples were produced. Sales continued to be strong through the 1990's and into the next millennium. By 2004, over 8000 examples were being produced each year.

Since its inception, minor aesthetic styling changes have occurred, most notably the pop-up halogen headlights have been replaced with fixed high-intensity-discharge (HID) beams. The rear wing has been changed since its introduction and various other parts of the body have been slightly modified to improve the drag coefficient. These small changes have increased the top speed from 167 to 175 mph.

Throughout the years, various mechanical components have been updated such as the suspension and the size of the tires. The larger-diameter wheels and tires did more for its appearance than it did for performance. In 1995 a Sequential Sportshift automatic transmission, inspired by Formula One racing, was offered as optional equipment. That was the same year that the NSX-T, the NSX but with a removable roof, was introduced. Other optional equipment offered through the years was a keyless entry system and a trunk-mounted CD changer, both introduced after the 2003 model year.

1997 was the big year for the NSX and one that many enthusiasts had been waiting for since its introduction. Although the NSX's 270 horsepower engine was powerful and the excellent weight distribution of the vehicle offered superb handling, people wanted more. In 1997, Acura offered the NSX with a 3.2-liter V6 capable of producing 290 horsepower. Power was sent to the rear wheels courtesy of a six-speed manual gearbox.

Wild exterior colors having been offered such as the controversial love-or-hate Imola Orange Pearl with a yellow interior. These colors are not only making a statement, they scream it. With limited numbers of these radical colors being chosen, it may make them more valuable in the future.

In 1999 Acura offered a special edition named the Alex Zanardi Edition, honoring the driver who captured the CART racing championship twice. Only 49 examples of these hard-top special edition models were created. Minor interior and exterior styling changes distinguish it from the normal NSX models, as does the Formula Red color scheme. The big news was its loss of nearly 150 pounds and improved suspension.

Though not offered in the US, racing-inspired editions have been offered, mostly to the Japanese market. In 1992 the NSX Type R had a weight reduction of over 100 kg's and a more aggressive suspension. To reduce the weight, all non-essential luxury items were removed such as air conditioning, electric windows, and stereo. The NSX Type S and Type S Zero were both offered in 1997. These were weight-reduction models with stiffer suspensions but sporting the upgraded engine. The Type S Zero weighed less than the Type S by almost 40 kg. Both editions were sold exclusively in Japan with race track intentions. In 2002 the NSX-R was introduced. Once again, performance was increased by reducing weight and improving the suspension. Aerodynamics was improved by making subtle changes to the body and receiving a purpose-built rear spoiler. Later, an NSX-R GT version was released, with even more race-improving enhancements. These improvements allowed the vehicle to compete against much more powerful vehicles such as the Ferrari 360 Challenge Stradale.

From the beginning, the NSX has been involved in racing. In its first year on the track it captured the Manufacturer's and Driver's Championship in the International Motor Sports Association (IMSA) GTP Lights series. This accomplishment was repeated in 1992 and 1993. In 1997 an NSX captured the SCCA World Challenge Championship.

The price tag and styling are borderline 'supercar' while the horsepower is a little under-rated when compared with some of the other great supercars such as Lamborghini and Ferrari. The entire package speaks for itself, with over 10 years in production and very few changes being implemented through the years. Though it does not produce high horsepower numbers, it does have the highest per-litre output of any naturally aspirated V6 production road-going car in the world. Focusing on weight distribution, low weight, down-force, aerodynamics, suspension, and technology rather than large engines has made this vehicle a technological and stylish marvel even to this day.

by Dan Vaughan