Honda NSX-R Review - The national treasure of Japan
A translated review from the owner of the NSX-R himself. Spoiler alert: It's epic.
The nineties really were the heydays of the Japanese motoring industry, nearly all of the best Japanese cars were made in that era. Not only do they have oodles of characters all on their own, but they are also significantly better than the European cars from the same generation.
However, there are only two cars in the history of Japan that stand out the most - the R32 GT-R and the NSX. Both of which are staggering and innovative in their own ways. The best of the bunch, however, has to be the NSX-R.
Why the NSX-R deserves to be called 'Japan's national treasure'?
The background of the NSX needs no introduction, in the nearly twenty years of the life of the NSX, there are two numbers in the VIN that separates the minor yet important difference - namely the NA1 and the NA2. Honda offered the 'Type R' version in both of the generations, they named the NA1 'NSX Type R'. Second time round, they just shortened it into 'NSX-R' for the NA2. What the latter car focuses on, is improving on what the NSX Type R lacks, and making minute but significant differences. Therefore the NA2R really is the perfected ultimate version of the NSX, and definitely worthy of the name 'national treasure'.
The exterior of the NA2R doesn't look much different than the NA1 NSX, what differs them is the bigger diameter, 17-inch forged alloys and the ginormous intake on the bonnet of the car. Otherwise, there really is not much difference on the outside, but how they drive is completely and utterly different.
Other than the very early production NSX (which had no power steering), most of the NSX were fitted with electric power steering. The steering weight of the normal NSX is so light, that you can turn the wheel with one finger, which is unacceptable for a sports car. The steering lacks feel, and more importantly, it doesn't give the driver confidence. Of course, the steering ratio is not a problem, but the overly-assisted steering increases the difficulty of the driver's judgement, which is a big minus for a normal NSX.
However, since the NSX-R doesn't have power steering, and you combine that with a light front-end, it really isn't that hard to steer the car, it's just slightly heavier than usual (mind you, you have to properly inflate the tyres). As soon as the car is on the road, the steering just lightens up. The most impressive thing is, when you go over 60-70km/h, the steering feels just right, the confidence you build up is immense, it's fast and precise, it may well be the best steering ever. The benefit of having no power steering, of course, the steering is almost go-karty. There isn't an extra system to filtrate the bumps in the road, you can feel the resistance from the road when you're hammering down the road, and the information is firm, is crisp and nothing more, all passing through that wonderful Momo steering wheel, and into your fingertips.
Let me give you an example, the electric power steering in the 991 911 is like the song Uptown Funk, it's catchy, it grabs your heart, it's tuned perfectly on the computer, it's everything you ever need from a song. But the NSX-R is the old-school Phil Collins, no electronic trickery, just the singer and the song, just his voice, and the lyrics, no add-ons, no editing. That's the difference between old-time rock-and-roll and new-age pop songs, that's the difference between the steering in the NSX-R and the 991 911.
So what about the suspension of the NSX-R? Is it very harsh?
The suspension and the aerodynamics of the NSX-R are even more spectacular. Admittedly, under 80km/h, the car hops and is rather bumpy. So bumpy in fact, that sometimes your right foot would twitch because of the harsh ride. However, once you go over 80km/h, all the harsh ride and stiff damping suddenly make sense. The whole car just sits so planted on the road, you add that with the forged alloys that Honda put on, it just lowers the unsprung weight of the car, and glues the car to the road.
The combination of the perfect steering weight, and the perfect damping of the car, makes you feel like you're the man. The suspension is so informative and sharp, it just makes the NSX-R the benchmark for every car before and after. The sensation you get behind the wheel is just stunning, you can tell it's willing to tell you every bit of the movement and the limit of the car in a simple and yet undisturbed way.
What's more, the aerodynamics of the car really does work well at over 80km/h, so well in fact, that you wouldn't feel like as if the atmosphere is fighting against you, but more so helping you, to push the car firmly onto the tarmac. Never have I felt anything like this on any other car, and certainly not in a normal NSX.
Is it really that good huh?
Credit: https://www.wallpaperup.com/118119/2001_Honda_NSX-R_Prototype_NA2_supercar_supercars_nsx_interior_g.html
Some may simply ignore how good the manual gearbox in the NSX-R is. The throw is spot-on, the gears are exactly where you want them to be. The crispness, the smoothness and the profound feeling when you change the cogs is nothing short of incredible.
If you have to be picky, then maybe second gear of the NSX-R is a bit too tall, but other than that, the quality of this gearbox just puts it right up there with the best of the best.
Not only that, the three pedals are well spaced out, perfect for heel-and-toeing, it's so good in fact, that if you can't do heel-and-toe in the NSX-R, you might as well give up.
As for the engine, it's a thing of beauty, even in the modern days. The C32B, 3.2L V6 VTEC engine doesn't need to rev high in order to extract any power. Instead, power would start to come in at 3000rpm and onward throughout the rev range. The way the power builds is just silky smooth. It just makes you feel alive.
In some ways, it reminds me of the engines in the E90 M3 and 981 Cayman. But remember, these are benchmarks that came out nearly a decade later, and Honda managed to pull it off in the early noughties, that's how ahead of it's time the Honda was.
The brakes on the NSX-R is a show stopper too, although they don't stand out on paper, but in terms of the stopping power, the linearity and pedal feel, everything feels perfect and matches the car so incredibly miraculously.
Any criticisms about the supposedly 'perfect' car?
It's hard to criticise anything when you're in an NSX-R. For a mid-engined supercar, it has enough room for you to get comfortable behind the wheel, the ergonomics of the driving position, typical Honda, is spot-on. Every single switch, knob and button are cleanly laid out, it just feels exotic.
The visibility inside is strangely good, or rather, it's virtually blind-spot-free. Even back in the era where cars aren't designed primarily for safety, it's still as good, if not better than the Europeans of the days.
Credit: https://zh.wheelsage.org/honda/nsx/ii/7080/pictures/46486/
What's better is the red Recaro bucket seats you get in the NSX-R, they're extremely comfortable, the seats hug you in all the right places. Even if you can't reline the seats, you still wouldn't get tired from driving the NSX. They absorb bumps nicely, but it's not too soft to the point where it's too soft and lacks support, it's nothing short of magical.
As somebody who owned a Zonda F once said, the sense of driving pleasure when driving the NSX-R is so exciting, that it's like a lower output version of the Zonda, they drive remarkably similarly, the feeling of adrenaline rush is carbon copied, it truly is the word 'fun' in car form.
Well, there must be something wrong with the car, there must be...
You might think that what the NSX-R is to the normal NSX, is like that of the 430 Scuderia is to the normal F430, but the amount of leather in the NSX-R is nothing less than the 430, and there's sound deadening under the carpet, and there's a Bose stereo in the car. Honda didn't even take out the air-con and the two electric windows.
Yes, it might not have central locking, and you need an old-fashioned key to open the boot, and you don't have electrically adjusted door mirrors, but does that really matter? You're not going to adjust the door mirrors every day you get in the car right?
You might also say that it does not have the turn-in of the M3 CSL of the same era, nor does it have that shouty exhaust note, nor does it have that urge for you to keep on pressing the loud pedal as you get in the Evo TME, nor does it have the endless amount of grip of the R34 GT-R, nor does it have the push-back feeling of the 996 Turbo. But is there really a car that perfect?
What the NSX-R has is the ultimate balance, every bit of the car is of an extremely high standard. Yes it might not be as fast on a racetrack as say - a 996 GT3 RS, but what this adds, is the ability for you to enjoy the car on the Japanese Touge, as well as the ability to thrash cars double the price of an NSX-R.
What the NSX-R is, is the true Japanese national treasure. The technology, the design, everything about the NSX-R is miles better than it's competitors. Some of the details are still considered as unbeatable even today. You feel what is a true supercar driving an NSX-R, and you get what a driver should get from a true sports car.
Unfortunately, even Honda themselves have seemed to forget what it takes to produce a true supercar. Shame.
Also, please do give the owner of this very beautiful NSX-R a follow on DriveTribe! Click the link below to follow his journey in cars!
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Comments (34)
Great review, full of passion ;D
Oooh thanks for that :))
Very enjoyable read! Cheers!
Cheers Doctor!
Epic car
The nsx has been one of my favourites since they were first released. Was always hoping they would drop in price to my level of affordability but they are all are going up so fast in value. But i get why, these cars are true classics.
Oh me too but their prices started high and are never coming down as it would seem :(
Great work mate! Im not a huge fan of the NSX simply because im not into that category of cars, but overall it still is one of the best cars that have come out from Japan
Cheers thanks for reading!