Acura NSX Tuner

Even though the Acura nameplate is a dominant force in the tuner car scene, the best model ever built, the NSX, is often conspicuous by its absence. For two simple reasons: price and availability. Few were built during model years 1990-2005. Only in recent years have they become more affordable, thanks to dropping prices in the used car marketplace.

Both points are understandable, considering its exotic all-aluminum body and chassis, along with other rarified materials used in the engine and suspension. Even so, the car is still a significant milestone in tuner car history. Upon its release, the NSX was a design well ahead of its time, measuring only six inches taller than the legendary Ford GT40. Several noteworthy race drivers such Satoru Nakajima, Ayrton Senna, and Bobby Rahal participated in the car’s development, and it had a key influence on the McLaren F1.


As McLaren designer Gordon Murray once noted, “The moment I drove the NSX, all the benchmark cars—Ferrari, Porsche, Lamborghini—I had been using as references in the development of my car vanished from my mind. Of course the car we would create, the McLaren F1, needed to be faster than the NSX, but the NSX’s ride quality and handling would become our new design target.”


Not surprisingly, the NSX showcased Honda’s racing technology, exemplified by an ultra-rigid, ultra-light aluminum monocoque frame with a mid-engine, rear-drive configuration. In addition, the engine boasted pricey titanium connecting rods, forged pistons and an 8000-rpm redline. Today it is still known by many as the most reliable exotic car with many examples exceeding 100,000 miles without any reliability issues.

Well, no car is without a few niggles here and there. For more details on what to look for when purchasing a used NSX, we sought out the hands-on input from Shad Huntley of Driving Ambition. He has both serviced and modified many NSXs over the years, and knows them inside and out. Without going into too much detail, he noted a few recurring issues with timing belts and water pumps. He also cited an initial design flaw of excess toe-in setting for the rear suspension, which, along with some flexing in the wheels, tended to wear out tires too quickly. Later models took out the toe from four to two millimeters (even the smallest detail can make a big difference).


Another problem with the early cars (’91-’92) was some imprecise machining in the gearbox housing for the snap ring holding the main shaft. Unfortunately, the only fix is to replace the case and snap ring, which can set you back a couple grand. So if you’re shopping for a deal on an early-model used NSX, be sure to check out these key areas.


From a tuning standpoint, besides some suspension tweaking that involves replacing a bit of rubber with steel monoballs, the big deal is giving the car more grunt. After driving an NSX on the road course at Willow Springs a few years ago, I came away astonished by how easy it was to drive hard and fast through the chicanes. It’s one of the best handling cars I’ve ever experienced, with superb balance and a butter-smooth powerband. But like many Hondas, it feels a little too refined, and needs a good swift kick in the pants.

That’s where Huntley also has proved his mettle, having handled a variety of forced-induction upgrades, both turbo and supercharger, for the NSX. After working at Comptech for 15 years (a company that now specializes in competition engine work), he took on his father’s company, Driving Ambition, which works on a surprising range of vehicles, from early MINIs to musclecars. But the NSX is his meat and potatoes. When we went through his shop, about a half-dozen Acura NSXs were being modified, for every purpose from street performance to full-on racing.