|
Evo car review
Fitting in the heavily sculpted carbonfibre seats, blipping
the throttle, listening to the hard-edged bark of the keen-revving
quad-cam V6, I'm about to have a truly evo moment. Ostensibly
I'm in Japan to get an early drive of the next generation
Accord. However, Honda has thoughtfully allowed some time
in the schedule for me to have a play in the new Type-R version
of the latest NSX.
The original NSX, launched back in 1990, and all subsequent
ones have had development work carried out at the Nürburgring.
In fact so impressed was Honda with the circuit that it built
a shortened version within the magnificent Takasu Proving
Ground on Japan's northern Hokkaido Island. What better venue,
then, to show off the talents of the rawest, most focussed
NSX.
As you'd expect, the car has been thoroughly re-engineered
- competition versions have to compete against full-house
Skyline GTRs and Supras in Japan's JGTC race series.
An extensive weight reduction programme was crucial. The
front 'bonnet' and rear spoiler are made from carbonfibre,
and there's more of the stuff inside, along with some tasty
pieces of titanium. The rear glass is thinner, even the carpets
are lighter, and a wodge of soundproofing has been removed
to shed a few extra kilos. Even the 3.2-litre V6 engine -
still rated at 276bhp but much keener to rev and harder-edged
than before - is now a tenth lighter, all adding up to a total
weight saving of 120kg from a standard NSX's 1390kg.
Out on the track the improved power to weight ratio is immediately
obvious. The 0-60mph time tumbles to 4.4sec, and there's a
newfound urgency to the power delivery. The howl as the V6
closes in on the red line is just intoxicating.
Stiffened suspension and plenty of feedback from the unassisted
steering puts you in much closer touch with the tarmac. Grip
is phenomenal too. The bespoke Bridgestone Potenza RE070s
with their asymmetric tread pattern allow ridiculously high
cornering speeds.
Modified aerodynamics also play a part here. The engineers
created a flatter underbody, while the air that feeds the
radiators in the nose exits from a large vent set into the
bonnet. A re-profiled rear diffuser and the raised boot spoiler
also help keep the car glued to the road. The development
drivers assured me that sideways action is very much on, but
I reckon you'd need many more quick miles under your belt
before you'd feel confident getting the NSX-R seriously out
of shape. Mostly it just corners with a wonderfully neutral,
roll-free stance.
If you've driven any of the Type-R Hondas, the stubby, titanium-topped
gearstick for the six-speed manual box will be a familiar
sight. It's a joy to use, quick and smooth, the shift indicator
set in the dashboard with its flashing green then red lights
telling you when it's time to change up. A new set of 16-inch
grooved discs provide braking power commensurate with the
NSX-R's new-found urge.
There's really precious little to complain about. It's a
fair bet that the suspension will crash and bang on urban
roads and the unassisted steering gives the biceps a fair
old workout at parking speeds. The only real gripe is the
limited availability. At one stage the NSX-R wasn't coming
to the UK at all, then a Honda spokesman said it was a possibility
after all. Best hope for an 'official' import is if one of
the six dealerships in the UK that are allowed to handle NSXs
is willing to fill out all the paperwork and do the necessary
conversion work. You'll probably have more luck with one of
the specialist importers.
Rumour has it that the Honda UK press office is looking at
getting an NSX-R over for a few weeks for UK journalists to
try. As these words reach the evo office I can already visualise
Meaden, Barker and co reaching for the phone to be first on
the drive list. Trackday Car of the Year 2003 anyone?
|
