Car Reviews

From the May 1994 issue of Car and Driver.
Have you wondered: What sports car would the road testers keep poised behind their own garage doors, on 10-second alert, gassed and gleaming, ready to light the burner and blur the pavement on those occasional sorties of the utmost therapeutic importance?
Hey, road testers have fantasy lives, too.

HIGHS: The jet-fighter view, the engine’s grizzly growl, the way the controls turn small motions of your feet and hands into large g-forces.

And if the automatic teller were ever to go Robin Hood on us, the great sucking sound you’d hear would be a heartwarming number of Acura NSXs being drawn toward Editorial Headquarters. The testers of this magazine are of one mind about the NSX, so much so that we can finish each other’s sentences.

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“The low, forward, cockpit is exhilarating . . . like riding in the head of an arrow.”
“It’s so precise in its responses . . . as if it were hard-wired into my cerebellum.”
“It’s exotic and rare . . . but it doesn’t have to prove it by beating me up.”
“A breakthrough sports car . . . now in its fourth year and still at the cutting edge.”
We C/D testers are unanimous: the NSX is our top choice for pure driving pleasure. Yet despite our enjoyment of its moves and our admiration for the all-aluminum construction that puts it on the good side of the F=ma equation, the NSX remains widely misunderstood, neither coveted nor respected in fair proportion to the joy it delivers.

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Why is that?
For one thing, there’s no other high-performance car on the planet that’s so poorly described by its test-track numbers. It’s fast—zero to 60 in 5.2 seconds, quarter-mile in 13.7 seconds at 104 mph, top end of 162 mph. It stops—170 feet from 70 mph, with very good control from its four-channel anti-lock brakes. It turns—0.93 g, with a mild understeering balance.
Fast, but not a record setter. Several other exotics have more power and put more rubber on the road. But remember that these are test-track numbers, limits-of-the-envelope readings obtained with the driver at full alert and plenty of runoff room to catch the histrionics.
Track numbers say nothing about usable performance. Exotics are notoriously tricky to drive, and street-usable performance is typically well below the track numbers. Except for the NSX. This machine is so honest and predictable in its responses that most of its track performance is also useful performance. Out in the world, the NSX’s no-sweat capabilities top the charts.

LOWS: At night, the green traction control “on” idiot light reflects in the windshield.

Also against the NSX is the perception that it lacks intensity. There’s a half-truth here. “For a quick blast, the Ferrari F40 is more fun. But in a half hour I’m done with it,” says one of our crew. The NSX, on the other hand, is a splendid partner for a quickie and we’re never done with it. We would drive it every day. We’d happily commute in it. In the quest for perfection, Honda is used to playing in a tougher league. It holds itself to higher standards. One example: Despite the NSX’s speed, it’s not a gas guzzler, not even close. On one recent 713-mile trip, we logged 25.5 mpg. Another example: to reduce transmission noise, the 1994 NSX has re-contoured gear teeth.
Uh, what noise? We never heard it.
How much intensity can you stand? Recall that a little bit of Clyde Barrow was all most folks could stand. The usual exotic-car intensity comes from noise—shrieks and whines that are briefly amusing but quickly fray the nerves—or recidivist behavior that requires the driver’s full attention just to complete ordinary moves. You may have noticed that every test of the red Italian in the last 30 years complains about the shifter. And if it didn’t, it should have. True, such idiosyncrasies make vivid cars, but vivid is not the same as precise and attuned. It’s not as satisfying either.

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DAVID DEWHURST

The NSX is the most precise and attuned mid-engined machine we’ve ever driven. No big deal. Just the everyday story of the Honda Motor Company playing in the tough league. Remember, Honda satisfies millions of customers every year who expect the seats to fit them, no matter their shape, expect to see the instruments without dodging their gaze around the wheel rim, expect the lever to snick into the next gear while they pay zero attention to the process.
Imagine a mid-engined sportster with every ergonomic detail as correct as in an Accord. It’s simply never been done before. The NSX starts from that level. Then it excels. The seats have only two adjustments, fore-and-aft and seat-back angle. But they fit our long guys and our short guys, our wide guys and our lean guys, and they augment their lateral support with padding at the shoulders. So the side forces are broadly distributed.

VERDICT: The highest and best use of aluminum for civilian purposes.

The brakes are so unsquishy you’d think you stepped on a rock instead of a pedal. The clutch is Honda easy, thanks to its twin-disc design.
Like all wide-tired cars without power steering, turning effort is high. Until the tires begin to roll. Then the workout fades to amazing precision. You get feedback without kickback. Most staffers mention the steering in their first paragraph of NSX superlatives.
They exclaim over the view out the windshield too. Honda designers worked to a very specific motif when they drew up this car—the F-16 fighter jet. They imagined the panorama that opens to the pilot, out through the bubble canopy and over the drooping nose. They tried for that same sensation in the NSX. Oh, yes; oh, yes. An F-16 for the road.

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The black roof is part of the theme. All NSXs, except for some of the dark green ones starting this model year, have black roofs. Most mid-engined coupes have the roof integrated into the basic architecture: they look like coupes. But F-16s show you a fuselage trailing into an empennage. The canopy is transparent and not obvious at first glance. The NSX has a short roof far forward, with narrow, sloping pillars. And it’s painted black. It hides from your eyes. The canopy look. Inside, you get the canopy feeling too, with an unmatched view in all directions. It’s uplifting, exhilarating, liberating.
Liberating. Uh, not a term we’d use for other exotics, yet it applies perfectly to the NSX. Most exotics are blind toward the rear quarters, a source of unease in traffic. And most force the driver into an uneasy position, with awkward reaches and disadvantageous leverages on the controls. Not so the NSX. It simply fits, snugly, intimately, appropriately, from the hips on down, yet it seems to widen above the tunnel, above the armrests, to give plenty of elbowroom, a sense of spaciousness, room to work.

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DAVID DEWHURSTCar and Driver

And it gives you the tools to work, to perform surgery on the road. The steering cuts so accurately. The torque comes in so broadly, accompanied by the sound of precision sewing machinery, turning to a growl in the midrange, revealing itself to be a grizzly as the VTEC switches to the high-speed cam profiles at full-throttle 5800 rpm. Talk about liberation. Allowed is 8000; enjoyed is 8000. Those titanium connecting rods aren’t back there for the weight distribution.
Still, power is not the centerpiece of this car. We’re back to liberation again. This car is about motion, about translating driver talent directly into g-forces. You guide the steering. You caress the pedals. You do the right things. And it does the right things. Yes, you can throw it around and end up throwing it away. But it’s more tolerant of uneducated inputs—of abrupt lifts off the power or stab of the brakes—than any other exotic we’ve met.
How, exactly, does it handle? Great. Braking into turns very late, and very deep, is a move for the postgraduate. It puts the nose down, loads the outside front, and makes the tail light. Do it wrong and you’ll spin bigger than the Supercollider. The NSX will go deeper than we will.

DAVID DEWHURSTCar and Driver

Early NSXs earned a reputation for rapid tire wear, particularly at the rear. Honda specified lots of rear-wheel toe-in to keep the tail from stepping out, 6mm total. That was reduced to 4mm starting with the 1993 models. Stability is still fine, we think. But tire wear is probably a trade-off in the design of this car. The Treadwear Grade number on the sidewall is 120, the lowest we’ve seen on an original-equipment tire, and suggests a tire life two-thirds that of a Corvette tire labeled 180.
The only significant visual change for 1994 is wheels one inch taller and a half-inch wider at all corners—7.0 by 16 inches in front, 8.5 by 17 in back, with 215/45 and 245/40 Z-rated tires. Red, black, and white exterior colors are continued, a new dark green replaces silver.
Price is up, to $77 ,265 for the base car, including destination charge and luxury tax. An awkward place—too expensive for most buyers, too cheap to be regarded as truly precious. On the usual exotic-car scale that equates preciousness with rarity, the NSX is a terrible misfit. Honda built a special factory for this car. It wants to push out 25 a day to recoup its investment. What the NSX offers, instead of rarity, is the detail refinement in both engineering and manufacturing that only a large, top-line carmaker can bring. Consider: In the Initial Quality Survey from J.D. Power & Associates, the NSX was found to have 71 defects per 100 cars in 1991 ,57 in 1992 (although the sample size was too small this year to be statistically certain). For the same years, Lexus scored 55 and 73, Mercedes scored 91 and 127. Industry average in 1992 was 125. Clearly the NSX is well built in a way that expensive sports cars usually aren’t.
The NSX will never be rare. But it works beautifully, which is more precious to us.

Specifications

Specifications
1994 Acura NSX
VEHICLE TYPE mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE AS TESTED $77,355
ENGINE TYPE DOHC 24-valve V-6, aluminum block and heads, port fuel injectionDisplacement 182 in3, 2977 cm3Power 270 hp @ 7100 rpmTorque 210 lb-ft @ 5300 rpm
TRANSMISSION 5-speed
DIMENSIONS Wheelbase: 99.6 inLength: 174.2 inWidth: 71.3 inHeight: 46.1 inCurb weight: 3030 lb
C/D TEST RESULTS 60 mph: 5.2 sec100 mph: 12.7 sec130 mph: 23.2 secRolling start, 5–60 mph: 5.6 secTop gear, 30–50 mph: 7.1 secTop gear, 50–70 mph: 7.2 sec¼-mile: 13.7 sec @ 104 mphTop speed (drag limited): 162 mphBraking, 70–0 mph: 170 ftRoadholding, 300-ft-dia skidpad: 0.93 g
C/D FUEL ECONOMY Observed: 25 mpg
EPA FUEL ECONOMY City/highway: 19/24 mpg

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DAVID DEWHURSTCar and Driver

From the May 1992 issue of Car and Driver.

Poke an automotive journalist hard enough and he’ll admit that had it not been for cruel twists of fate, he would be celebrated not as a simple scribe but as perhaps the fastest, bravest Grand Prix driver in history. So it was when a dozen or so of these undiscovered eminences recently gathered at sun-bleached Firebird Raceway near Phoenix to evaluate an updated version of Toyota’s neatly packaged MR2 mid-engine two-seater. The venue was Firebird’s twisty one-mile test loop, which is employed primarily by the CART Indy-car set to evaluate gearboxes and suspension setups for street races.

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But on this day the mission was twofold: first for Toyota to demonstrate that the MR2’s wonky oversteering rear-suspension geometry had been corrected, and second, to enable the aforementioned scriveners to hone their skills in case a major team owner appeared to sweep them to stardom. (In fact, Indy superstar and Lexus dealer Bobby Rahal did drop by for a few test laps in an MR2, but he departed, surprisingly, without signing any of the assembled talent.)

Highs: A sweet-handling, high­-value, high-tech sports GT.

The press continued to hammer around the road course for endless laps, percolating brake fluid and shredding tires, but it became obvious after but a few miles that Toyota had solved the problem that prompted the gathering. This was a great relief to the factory reps, because the slickly shaped second-generation MR2 introduced as a 1990 model could be a handful when pushed to the limit—especially on racetracks and especially in the upscale turbocharged version. Under full-boost hard cornering, with the rear suspension at full compression, the back wheels toed-out, causing radical, often terminal, oversteer.

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Although this behavior never became very severe during hard street driving, Toyota drivers competing in IMSA’s Firestone Firehawk series discovered the quirk, often returning to the pits after a few quick laps with white knuckles and ashen lips. “The cars were insane,” says one team member. “In the middle of a corner they’d want to swap ends, and even really talented guys like P.J. Jones had trouble catching them. Worse yet, the shift linkage was notchy and the brakes were below par. With 260 horsepower (up from 200 in stock trim), we could blow off the Porsches on the straights and then get hammered under hard braking for a corner.”

Lows: Charisma quotient a quart low.

The Toyota engineering staff quickly pinpointed these flaws and spent the intervening months creating the fixes that led to the session at Firebird. Ironically, budget constraints have forced the cancellation of Toyota’s 1992 IMSA Firehawk racing program, but the improvements make the MR2 an appreciably more manageable and attractive package for the highway.

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The primary improvement was wrought by adding 98mm (3.9 inches) to the length of the rear lateral links and raising the attachment points of the rear trailing arms by 3mm. These alterations not only cured the toe-change during cornering, but they also decreased the lift and squat under hard braking and acceleration that handicapped the earlier models.

The Verdict: Perfection doesn’t necessarily equal driving excitement.

Tire and wheel size were also boosted to enhance handling and to accommodate larger front and rear brake rotors. The latest MR2 will ride on Yokohama A022 195/55VR-15s in front (previously 195/60VR-14s) and 225/50VR-15s in back (increased from 205/60VR-14s).

Specifications

VEHICLE TYPE: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE AS TESTED: $25,500 (estimated)
ENGINE TYPE: turbocharged and intercooled DOHC inline-4, iron block and aluminum head
Displacement: 122 cu in, 1998 ccPower: 200 hp @ 6000 rpmTorque: 200 lb-ft @ 3200 rpm
TRANSMISSION: 5-speed manual
DIMENSIONS:Wheelbase: 94.5 inLength: 164.2 inWidth: 66.9 in Height: 48.6 inCurb weight: 2915 lb
C/D TEST RESULTS:Zero to 60 mph: 6.3 secZero to 100 mph: 18.0 secZero to 120 mph: 32.5 secRolling start, 5-60 mph: 7.5 secTop gear, 30-50 mph: 10.1 secTop gear, 50-70 mph: 7.2 secStanding ¼-mile: 14.8 sec @ 91 mphTop speed: 142 mphBraking, 70-0 mph: 157 ftRoadholding, 300-ft-dia skidpad: 0.88 g
FUEL ECONOMY:EPA city/highway driving: 20/27 mpg

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From the August 1966 Issue of Car and Driver.

Back in our old purist days, it didn’t matter whether a car was any good or not, as long as it had all the right stuff under the hood. The specifications had to read right. Double overhead camshafts—not pushrods. One carb choke per cylinder—not a big, dumb four-barrel, even if it wouldn’t start on a cold morning. And a minimum of four gears—either all-synchro or a Big Boy crashbox. A multitubular space frame! (Who even knew what one looked like?) All-independent suspension, even if it meant wild camber changes and even wilder handling. No need to have actually seen a car like that—much less have ever driven one. If it had the right thing in fine print on the last page of the brochure, we were ready to buy it.

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So along comes Ford and hurls their Mk. II into the crucible of racing. It’s got pushrods and a big, dumb four-barrel, and it’s maybe the most sophisticated piece of racing machinery ever assembled, with the possible exception of the fiberglass chassis, automatic transmission Chaparral. After a while, all we cared about a car’s design specifications was whether or not the car got the job done.
Looking at the specifications of the Lotus Elan brought it all back. Gad! What a pedigree! Here is a car that should stoke the fires of desire in every fine-print-reading purist who ever breathed. It’s got everything they hold sacred (except possibly the backbone chassis, which hasn’t cut any ice with anybody since kindly old Dr. Ledwinka slid one under his Tatra three decades ago). But does all that exotica make any difference?

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Stand easy, men; the answer is yes—a qualified yes. Given artificially imposed limitations, technology makes all the difference.
First and foremost, the Elan is a tiny car. It is also very much a sports car, in the best sense of the word. Starting with these criteria in mind, designer Colin Chapman has done a bang-on job. Over a dozen laps of, say, the Nürburgring, the Elan would probably get the job done faster and with less effort than any other production car in the world; certainly with more . . . élan, shall we say, than anything that ever came out of Detroit—which is, after all, what the whole purist bag is about.
But who does a dozen laps of the Nürburgring every morning before breakfast? Or every week? Or once in a lifetime? Not many of us. Sure, a sports car should be fun, but most prospective buyers want a healthy dose of day-in, day-out utilitarian value thrown in as well. Once the driver is ensconced in his Elan, it’s as practical and enjoyable a means of transportation as any (it is, in fact, kind of a stylish, comfortable Mini-Cooper), but the car does have its limitations, mostly self-imposed.
To begin with, the Elan’s size makes it difficult to get into or out of. Once inside, there’s little hip room (due to the backbone frame), little headroom (styling and aerodynamic considerations), and it’s also pretty tough trying to see over any object larger than a, tall dog. And, for some insane reason, the traditionally miniscule foot pedals (a revered principle among British car designers) are huddled together in the middle of a passably wide space.

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The drive train is an irritating conglomeration of disturbing sensations. The clutch engages so suddenly and so violently that the car invariably stalls. A clutch should be positive, yes, but why does it have to be feathered in over only a quarter-inch of pedal movement? The only sure way to move smartly off the line without a lot of sniggering from the bystanders is to rev the engine to the peg and drop the clutch like a bad habit. Okay, so the owner soon gets used to it; why should he have to bother?
Against this, the rest of the drive train is sloppy. The ultra-sophisticated Chapman-strut suspension demands a certain amount of lateral compliance. Ordinarily, this would be accommodated by splined half-shafts, but as the half-shafts are holding the Elan’s rear wheels on, this movement is kept within limits by Metalastik rubber doughnuts surrounding the differential-mounted universal joints. This unit looks great on Formula One cars, and the fact that it allows some rubber-cushioned rotation looks—on paper—as if it might damp out torsional vibrations. In practice, it causes a disconcerting pitching oscillation every time the throttle is opened or closed—it’s unpleasantly reminiscent of being rocked in a baby carriage. (Not all of us had happy childhoods.)

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The only other reservations we have about recommending a Lotus center around the fact that Mr. Chapman has acquired a reputation for being a very shrewd businessman, in selling production cars as well as in racing. Deserved reputation or not, the Lotus retail operation in this country has been shaky from the beginning. There’s a million-dollar lawsuit pending in California, filed by a former distributor who was disenfranchised. An impressive New York outlet, a swanky showroom on Madison Avenue, folded within the year. Although some of the dealerships seem literally to be here today and gone tomorrow, we obtained our test car from one of the longest-established Lotus dealers in the country. There are others, of course, and if we can’t promise that the U.S. marketing and servicing organizations will get any better, they at least seem to have arrested the downward spiral of confidence that has plagued them in the past.
Finally, friends, five thousand bucks is a lot of money for a funny little foreign car.
Our test car is sort of a prototype of the new Elan coupe. It is identi­cal with the ones now being im­ported, with the exception of the final drive ratios. Our car had the close-ratio gearbox and 3.90 rear axle used in the Elan roadsters, but current coupes will be equipped with a longer 3.55 final drive for faster cruising at less engine revs, a higher top speed, and better fuel economy, and also a wider-ratio gearbox that features a tighter over­all first gear ratio ( 12.6 vs. 9.8 in the test car), which should make it much easier to get the car off the line.
The coupe, which costs about $650 more than the roadster, includes a more luxurious interior, electric windows, as well as the comfort and insulation of a fixed roof. The only option on our test car was a $30 Canadian-made Stebro exhaust sys­tem-with a bazooka-sized tail­pipe-which increased the top end performance a little and the exhaust noise a whole lot. This made it diffi­cult to estimate the normal level of engine, exhaust and road noises, but we suspect they’re quite good.

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The quality control seems vastly improved over the Elan roadster we last tested (C/D, February ’64); the fiberglass body was much better finished and the overall quality of the hardware was far higher. The laminated mahogany dashboard is nice, if you like that sort of thing, as is the woodrim steering wheel and the wood gearshift knob. There is only a small glove box for storage space ( the padded doors are full of electric motors now), although loose articles could be left in the 6 x 10-inch tray surrounding the gearshift lever-the “console” it­self is the stamped steel chassis.
The seats are comfortable and secure, while the steering wheel and gearshift are a long reach. The driv­ing position is good, but the only provision for adjustment is the fore-­and-aft movement of the seat, and -as mentioned-the pedals are too small and too close together. Leg room is sensational-as much as the Porsche, but narrower.
The car performs as well as you’d hope it would, being the offspring of the same outfit that engineered wins in the World Driver’s and Constructor’s Championships, plus the Indianapolis 500, all in the same year. The handling is superlative. Very forgiving. At one point we thought we had the car extended to the limit of a fast turn when a turtle strayed into the path of the inside wheels. The only way to avoid Clem­mys insculpta was to broadside the Elan, from which the car and the turtle recovered nicely, thank you.

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There is a dollop of initial under­steer, then a gentle slide into even­tual oversteer through a broad working range of neutral steer. The Elan uses up roadway very spar­ingly, and lets go very gradually. There is a lot of body roll, which doesn’t have any adverse effects; we tried, but failed, to pick up an inside wheel. We ran the whole test with low, touring-type tire pres­sures (22/24 psi) in the radial-ply tires, which squealed like Cagney’s Packard phaeton in a Thirties gang­ster movie, but which hung on like prickly pears anyway. The ride comfort was outstanding for a car of the Elan’s light weight.
The engine is a smoking bear. The distributor in the test car had a cunning little gizmo that shuts off the juice whenever journalists try to rev it over 6500 (it’ll turn seven), and it was breathing easily at that speed. It’s under-stressed at 105 horsepower, and is tractable in traf­fic from 1000 rpm on up, although its pulling power isn’t enough to pass without downshifting. Our ac­celeration runs, made with only one person in the car, were only two­tenths of a second worse in the quarter-mile than the mechanically-­identical, but much lighter road­ster. Still, 1320 ft. in less than 16 sec­onds is no mean accomplishment for a 95 cu. in. GT car.
The brakes, a four-wheel disc sys­tem, are powerful and easy to modu­late. The tires seem small, even for a light car, and appeared to be the limiting factor in a . 73 g panic stop from 80 mph. Several panic stops produced some fade, but this came in the form of a gradual increase in required pedal pressure rather than a sudden loss of braking ability.
Rack-and-pinion steering pin­points the Elan with great precision. It’s extraordinarily light and deli­cate, which should contribute to fatigue-free long-distance touring. Bent into a corner, we sometimes felt that there wasn’t enough weight on the front wheels, but again, that may be characteristic of the tires. Road feel is direct at all times-a reversion to “seat of the pants” driving-and the turning circle is delightfully small. As a whole, the Elan is more maneuverable than anything on wheels but a Mini or a motorcycle.
The Elan gives away something in styling to several of its competi­tors; something in performance to others and something in luxury to all of them. Against this, the Elan has the Lotus name and all the right specifications which makes it a sports car that does everything a sports car is supposed to do. Like any one of a number of slim volumes of poetry, it is a minor classic, a definition-by-example of sophisti­cated engineering applied to a pro­duction car. Is this enough? Can the Elan with its limited objectives, lim­ited production, limited dealer net­work and limited appeal survive? We hope so; the Elan deserves to make it.

Specifications

1966 Lotus Elan S2 Coupe
PRICE AS TESTED$4980
ENGINE TYPEDOHC inline-4, cast iron block and aluminum headDisplacement: 95 cu in, 1588 ccPower: 105 hp @ 5500 rpmTorque: 108 lb-ft @ 4000 rpm
TRANSMISSION 4-speed manual
DIMENSIONSWheelbase: 84.0 inLength: 145.0 inWidth: 56.0 inHeight: 46.0 inCurb weight: 1560 lb
C/D TEST RESULTSZero to 60 mph: 7.5 secZero to 100 mph: 22.1 secStanding ¼-mile: 87.5 mph @ 15.9 secTop speed (C/D observed): 112 mph
C/D FUEL ECONOMYObserved: 22/28 mpg

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