Honda NSX | PH Heroes

Even as classic cars, the stories of the 964 and the NSX are drastically different. Once the Porsche became cheap, people modified it; because that was Porsche tradition, yes, but there was also plenty that could be improved. Singer Vehicle Design was founded 15 years after the last 964 was made, tellingly. The Honda on the other hand… well, when they were under £20,000 (yes, it really happened), the owners simply continued to drive it in standard form. You don’t really see modified NSXs, certainly not to the same extent as 964s – despite when they came out of the country and the time they did – and that must have something to do with how good they were from the factory.

Indeed, it took until 2025, two decades since the original went out of production and more than 35 years since it was first seen, for an attempted NSX reinterpretation to emerge. And even that involves an officially sanctioned Honda racing partner and Pininfarina. An NSX restomod isn’t going to just pop up from people you’ve never heard of, as has happened to quite a few others. Partly that’s because of how much a donor car costs now, but also – to be honest – how are you going to improve on the original viceless sports car?

It will be fascinating to see what exactly comes of the collaboration between JAZ and Pininfarina. For now, another visit to the NSX seemed in order; it was welcomed into the Heroes Hall of Fame a long time ago, although an awful lot has changed since then. While its original meaning remains unchanged – the first cars arriving at a time of the latest Countaches and E24 6 Series, like a MacBook at Bletchley Park – how does it continue to hold up as a modern classic? Simply put, the first NSX is now worth more than ever before: does the experience still measure up?

You’ll never get tired of watching it, that’s for sure. That rear end is as iconic as the four rings of a GT-R, if not more so: a signature that everyone will recognize. As we move further away from the ’90s, the NSX only looks smaller, more graceful and more beautiful; it’s low and sleek yet with enormous presence. What once might have seemed a bit dorky is now a testament to Honda’s attention to detail. Apart from replacing the pop-ups; Apparently no thought has been given to this at all.

The interior isn’t that nice, but that was always the point of the NSX, eschewing flamboyance in favor of functionality. Or the exact opposite of the mantra of sports car building up to that point. Therefore, unlike some contemporaries, the switches and buttons are where you would expect them, the dials are beautifully legible and the driving position is suitable for people of above average size – new ideas that should quickly catch on. And which are still very useful today, let’s be honest; When an old car is kept for special occasions, the last thing you want to do is remember how it works. You want to continue enjoying yourself.

You could even say that the influence of the NSX is still felt all these decades later. Because the current generation of junior supercars like the McLaren Artura and Ferrari 296, while now adorned with massive amounts of hybrid horsepower, use 8,000 rpm 3.0-liter V6s, mounted behind the driver and with rear-wheel drive. The curb weight is kept as low as possible. They are a breeze to operate and look out for, yet can thrill like nothing else on the road. Which all sounds very familiar.

This Honda remains remarkably easy to operate, although it is striking how the definition of ‘simple’ has changed since its introduction. Because there is certainly some weight and resistance to the controls here, an almost alien concept in a world of by-wire, but also with great accuracy and sensation. There’s no play, no lag, no hesitation, just that reassuring weight in the steering and shifting of a real machine. It’s also more than happy to be subjected to the demands of everyday life (and a photo shoot): an NSX can dawdle in high gear at very little revs, won’t begrudge the endless shunting and doesn’t require kid gloves to operate. Reverse engages just as easily as before with most manual gearboxes. The air conditioning works fine; the antenna still raises and lowers obligingly, a feature that will have no meaning at all to anyone under 28. It all just works. That was always the NSX thing, of course, but is perhaps all the more impressive now considering the vintage.

Certainly, the average bystander wouldn’t think anything of the engine below 4,000 rpm or so. The NSX starts and idles like a Civic – or perhaps a Legend, given the configuration – humming like a Singer (sewing machine) and actually quite unassuming. But the magic is never far away: open the throttle fully once there are a few thousand revs on the dial, and the NSX snarls with that unmistakable induction timbre, as raw and exciting as any six since. With more revs comes more and more energy, VTEC fully on target and the metallic rasp intensifies as 8,000rpm approaches. Fairly modest power by today’s standards, and long ratios mean you can enjoy yourself in any gear, bathe in the sound and risk it all. Perhaps the lack of some ultimate four-cylinder VTEC fizz is totally worth it for the musicality of the V6.

All this would be attractive enough on its own, but combined with probably the best manual transmission ever, the NSX powertrain is truly unforgettable. There must be people who write about firearms and compare the operation of a rifle bolt to shifting a Honda gear; it’s so precise, so tangible, so satisfying, every time. JAZ have said they will get a few extra horsepower from the V6, no doubt very expensive, although hopefully the gearbox will be left alone. Apart from a lower final drive perhaps. Everything about it is complete perfection.

The relative lack of speed, plus the effort required and smooth ride, definitely gives the way an NSX drives down the road a retro feel. Finally real: for so long it seemed like this was the benchmark for modern sports cars. While there was always some fear around behavior at the limit, the NSX is a delight underneath. You feel like that bike is quite high behind you, rather than right in the belly of the beast where it would be now, but it never seems to get away from you. That placement provides excellent maneuverability and traction, which the relative narrowness of the tracks and bodywork only encourages you to exploit. Only about 1,400 kg means that compliance on a passive setup can be cleverly balanced against tightness. It wants to drive, it wants attention, and there is ample reward for doing both. Like so many great cars, the NSX feels so cohesive and one whole: for spirited road use, speed, grip, braking and damping are all in excellent harmony. What was once exotic, futuristic and ambitious is now a glorious reminder of how charming the simple things done well can be.

Perhaps the problem with the NSX now, and one that is completely unrelated, is the excitement offered with the prices now being asked. Because a £50,000 prospect, as it was the last time we wrote about these cars, is very different to a £100,000 modern classic, as they are now. Where excellent usability might have been a boon for semi-regular use, that simply won’t happen to them now. And if it’s for occasional use, then maybe – just maybe – you’re craving a little more speed, a little more drama, a little more challenge. Or maybe you like the idea of ​​a car that always feels special, rain or shine. Certainly, the hero status of the NSX remains unchanged. Whatever is conjured up by JAZ and Pininfarina next year, if you use this as a blueprint, the outcome should be utterly spectacular.

Engine: 3,179cc V6
Transfer: Six-speed manual transmission, rear-wheel drive
Power (hp): 280 at 7,300 rpm
Torque (lb⋅ft): 220 at 5,300 rpm
0-100 km/h: 5.7 sec
Top speed: 168 km/h
Weight: 1,410 kg
For sale: 1990-2005
Price new: £59,995
Price now: C. £80,000+