Honda NSX NA1

The case for the NSX NA1

The original Honda NSX arrived in 1990 with a 3.0-litre naturally aspirated V6 producing 270 bhp, a 5-speed manual gearbox and rear-wheel drive. It was the first production car to use an all-aluminium body, and it was developed with input from Ayrton Senna. The brief was to build a supercar that was reliable and usable every day.

The NSX delivered on that brief. The cabin is comfortable, the visibility is excellent and the ride is compliant. The V6 revs to 8,000 rpm and sounds great, and the gearbox is one of the best manuals ever made. The NSX is not the fastest car in its class, but it is one of the most usable and rewarding.

The NSX is also a significant car in automotive history. It proved that a supercar did not have to be fragile or temperamental. Values have risen sharply, and the best cars are now collector items. The challenge is finding a car that has been maintained properly and is free of accident damage.

What it costs to run

A minor service at a Honda specialist is £500 to £800, and a major service is £1,000 to £1,500. The C30A V6 uses a timing belt, which should be replaced every 90,000 miles or 6 years, whichever comes first. A timing belt service is £1,000 to £1,500. The clutch is a wear item, and a replacement is £2,000 to £3,000.

The C30A engine uses a timing belt, and the service is not cheap because the engine bay is tight. A belt, water pump and tensioner service is £1,000 to £1,500 at a specialist. The clutch is also a significant cost; the gearbox has to come out, and the parts are expensive. The early cars used a 5-speed manual, and the later NA2 used a 6-speed. The automatic was available, but it is less desirable.

Tyres are £600 to £800 for a set of 15-inch or 16-inch rubber. Brake parts cost around £800 to £1,200. The suspension bushes and dampers are wear items, and a refresh is £1,500 to £2,500. Fuel consumption is 22 to 28 mpg on a run and the high teens in town. An agreed-value policy is the norm.

Known weak points

The timing belt is the most important maintenance item. A snapped belt can destroy the engine. Check the service history for a recent belt change, and if there is no evidence, budget for one immediately. The clutch wears, especially on cars that have been driven hard. The window regulators are a known weak point, and the air conditioning system can leak or fail.

The early 5-speed manual gearbox had a snap-ring failure on some cars. The snap ring can break and cause the gearbox to fail. Check the gearbox number and the service history. The later cars are less affected. Look for battery drain and intermittent electrical faults, particularly on low-use cars. The suspension bushes and dampers wear, and the brakes can corrode if the car is stored.

The snap-ring failure affects some early 5-speed gearboxes. The affected range is documented, and a specialist can check the gearbox number. A car with the snap-ring issue can lose a gear or fail completely. The repair is expensive, and a replacement gearbox is hard to find. The window regulators, the climate control and the Bose sound system are also known weak points. The aluminium body is difficult to repair, and a car with accident damage should be inspected by a specialist.

The NSX is also sensitive to accident damage. The aluminium body is expensive to repair, and a minor accident can be a write-off. A pre-purchase inspection by an NSX specialist is essential.

What to check before buying

The service file is the best guide to how the car has been treated. A full Honda or specialist history is essential. Check that the timing belt has been done and that the clutch has been replaced if needed. Ask for a fault-code scan and a report from an NSX specialist.

Check the timing belt history first. If there is no evidence, budget for the service immediately. Check the gearbox number against the snap-ring range. Drive the car and check the synchros, the clutch and the shift quality. Check the windows, the air conditioning and the electrics. Inspect the body for paintwork and panel damage; the aluminium panels are expensive to replace. Check the suspension bushes and the dampers.

Inspect the body for accident damage and paintwork. The aluminium panels are expensive to repair, and a car with a chequered history should be avoided. Check the paint depth and the panel gaps. Inspect the underside for corrosion, especially the suspension components and the exhaust.

Check the gearbox for the snap-ring issue and for synchro crunch. Check the clutch bite point and the operation of the window regulators. Check the air conditioning for cold air and the electrical system for faults. Drive the car and check the steering, brakes and suspension. Check the tyres for even wear and the wheels for kerb damage.

Market and depreciation

The NSX market has risen sharply. A good NA1 manual with 60,000 to 100,000 miles is £60,000 to £90,000; a low-mileage, original car is £90,000 to £120,000. The later NA2 with the 3.2-litre engine and the 6-speed manual is more desirable, and the NSX-R is a different market altogether. A car with a full history and a recent timing belt service is worth a premium.

Who it suits

The NSX suits the collector who wants a reliable, usable supercar with a great chassis and a brilliant manual gearbox. It is comfortable enough for a daily driver, fast enough for a weekend and special enough for a Sunday morning. It does not suit someone who wants a cheap car to run or a car they can maintain at any garage. It also does not suit someone who needs four seats.

If you want a more focused car, the Porsche 911 is the obvious alternative. If you want a more exotic car, the Ferrari 348 is the rival. If you want a cheaper Japanese supercar, the Toyota Supra is worth a look.

Alternatives

The Porsche 911 964 is more focused and more expensive to run, but it has a similar usable-supercar brief. The Ferrari 348 is more dramatic and less reliable, but it has a V8 soundtrack. The Toyota Supra A80 is cheaper and more tunable, but it is heavier and less agile. The Mazda RX-7 FD is lighter and more agile, but it is less reliable.

The NSX is a modern classic. It is not the fastest car in its class, but it is one of the most usable.

How this review was compiled

This review is based on Honda's published technical information, owner reports from NSX Prime and the NSX Club, UK NSX specialists and current Auto Trader listings. These are guide prices, not a guaranteed transaction value.