The Acura NSX was a sensational supercar when it was introduced in 1990, and it remains one of the most sophisticated sports car designs around. It's built a lot like a prototype racing car, made civilized for the street, with many interior fittings straight off the Acura shelf. But sophisticated and racy do not mean fussy and challenging to drive. In the NSX they mean mild-mannered when you need it to be, exciting when you want it to be. And always the focus of attention.
Once, my wife and I had to return two press cars from the driveway to the office: a Chevy pickup and an NSX. I put her in the NSX because it was easier for her to drive. Never mind that I then backed into it while behind the wheel of the truck, because it was so low it ducked under the pickup's rearview mirror.
Would you like that in Long Beach Blue, Imola Orange, Spa Yellow, Silverstone Metallic, Berlina Black, Grand Prix White or New Formula Red? In 2002 you can even order interiors to match (Vivid Blue, Vivid Orange, etc.). Our vivid Spa Yellow test car came with matching interior, which was louder than we might recommend, although with the roof panel removed, bees seemed to like it.
Actually, there are two de facto models of NSX, although Acura calls one of them merely an option, and the price is the same 89 thousand for either. Base engine is 3.2 liters with 290 horsepower and 224 foot-pounds of torque, mated only to a six-speed manual gearbox.
The optional engine is smaller and less powerful, at 3.0 liters, 252 horsepower and 210 foot-pounds, and comes only with a four-speed sequential automatic transmission. It can be manually operated in Sport Shift mode, using a lever on the steering column.
Both engines are highly developed versions of the successful Honda V6, with double overhead cams, four valves per cylinder, variable valve and ignition timing, variable volume induction tuning, electronic drive-by-wire throttle control, and more.
The only other options are dealer installed. There's a trunk-mounted six-disc CD changer and keyless entry. The standard sound system is a four-speaker AM/FM radio and cassette, designed and calibrated by Bose for the NSX.
After the first step away from the nose on your walk around the car, there isn't much new. The old halogen pop-up headlights have been replaced by exposed Xenon High Intensity Discharge units with integrated turn signals. Acura says they're twice as bright; we took a late-night spin on a twisty two-lane, and they were plenty potent for the job.
The front air dam, bumper and hoodline have been revised, reducing the coefficient of drag to a superslick 0.30. The side sills are smoother, and new mesh air intakes just forward of the rear wheels provide additional cooling of the transverse-mounted engine located just behind the seats. The rear bumper, spoiler and LED taillamps have also been tweaked a bit. Finally there are new alloy wheels, sharp seven-spokes painted a smooth silver.
None of these changes affect the silhouette of the car, which still makes the NSX look like it belongs on the track at Le Mans. The tail remains markedly huge; not exactly fat, just way out there. And it's a magnet for dust and spray; after any light drizzle, the rear end conspicuously needs washing.
The 12-year-old styling is dated but still spectacular; our yellow NSX got more stares and reactions along the Columbia River than any car we've driven since the PT Cruiser was new. (We got the same reaction driving an Imola Orange NSX in Richmond, Virginia.) The exclusive NSX is still unknown and therefore striking to people.
The removable aluminum roof panel, introduced in '95, is standard equipment this year. It clips out easily and is light enough for one person to handle. It's ingeniously stowed under a solid flap inside the hatched rear window, thus taking up no storage space.
Which is good, because there's very little. The trunk, behind the engine in the tail, is a surprisingly decent 5.0 cubic feet, but that's it. The nose of the NSX is used for locating the larger components, such as the battery, reservoirs, electric power-assisted rack-and-pinion steering and the space-saving spare tire. There's no room at all behind the seats, nor any useful compartments in the console. The glovebox is mostly filled by the manual, but it could go in the trunk.
