Driver's Notebook: One for the Road
October 1, 2005
The driving experience is eminently rewarding, and the fact that the NSX
weighs only 3,153 pounds makes it a lightweight among today’s performance cars.
Its cab-forward design emulates a supercar’s, and the responsive steering— light
and precise—offers sufficient feedback without being intrusive. Some understeer
has been engineered into the independent double-wishbone suspension, and the NSX
is not prone to tail-out antics as its mid-engine layout and long posterior
might suggest. Superb brakes—with ABS—and a traction control system (TCS) ensure
greater control under adverse conditions. Stylish forged aluminum wheels carry
215/40 R17-inch front and 255/40 R17 rear tires.; function voidFunc() { } voidFunc();)
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Although the NSX is long and low, the interior is comfortable and spacious.
Visibility is exemplary. (Click image to enlarge.)
A removable roof panel,
which stows under the rear backlight, makes open-air motoring a simple affair,
and overall, the car is squeak and rattle free. But the lack of a solid roof is
betrayed by mild cowl shake and vibration transmitted through the steering wheel
on bumpy surfaces. Unfortunately, a fixed-roof variant is no longer available.
But despite the car’s architecture and strictly two-person capacity, the rear
trunk compartment is fairly commodious and practical for weekend jaunts, golf
clubs or skis notwithstanding.
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The view from the rear still excites after all these years. Taillights and
valance, revised in 2002, add a bit of aggression to the classic
shape. (Click image to enlarge.)
Two versions of an all-aluminum dohc V-6 engine power the NSX: The 6-speed
transmission uses a 3.2-liter, 290 hp powerplant, and the automatic comes with a
3.0-liter, 252 hp mill. Which brings us to the fact that the NSX is, in the
modern scheme of things, underpowered. And with only 224 ft lbs of torque on tap
in manual mode, most NSX drivers will be stirring the silky manual gearbox and
enjoying the 8,000 rpm redline much of the time. One reward for such activity is
the absolutely scintillating exhaust note—not quite in Tubi territory but
definitely on a higher aural plane. Overall, the lack of absolute power should
not be a deal-breaker for intelligent drivers who judge a car on merits beyond
mere horsepower and cubic inches. While not inexpensive (at $89,000), the NSX
offers solid value given its limited build numbers, esoteric materials,
top-quality construction, and bulletproof reliability.
With the 2006 model year looms the specter of ever more stringent emissions and equipment regulations from our “friends” at the EPA, as well as from European and Asian agencies. The extensive retooling necessary for the current NSX to meet those requirements dictates that a new flagship be brought to market, and Acura anticipates that the NSX replacement—probably a V-10—will appear in three to four years. Chances are it will be as forward thinking as its predecessor. Meanwhile, drivers who seek exclusivity and absolute refinement may find that the last round of the NSX is also the best.
Acura, 800.862.2872, www.acura.com
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