Acura NSX 1991 review: The 1991 Acura NSX features VVIS (Variable-Volume Intake System) which is a magnesium plenum below the intake chamber which opens 6 butterfly valves above 4800 rpm. This allows for a larger air passage to the engine at higher rpm”s. The “91 NSX also features VTEC (Variable Valve Timing and Lift Electronic Control). A normal cam lobe is accompanied by a second and more aggressive cam lobe that turns on at around 5800 rpm that keeps the valves open wider and longer. The automatic version of the “91 NSX only had 252 bhp.
Honda’s luxury division basically broke the sports-car rules with the NSX. For a high performance “exotic,” the NSX is extremely refined, reliable, and at least modestly practical. Acura’s sports car offers a unique combination of race-car engineering, performance, and looks, along with its pragmatic virtues. Not only is this 2-seater extremely fast, but it’s also smooth, surprisingly quiet, and easier to drive than most high-performance cars. Despite smallish engines, acceleration rivals that of the V8 Corvette and the late-’90s Porsche 911. Our tests bore out Acura’s performance claim, with 0-60 mph acceleration in 5.8 seconds. Even economy is impressive. A late-model 6-speed NSX averaged a relatively frugal 22 mpg. Sure, some folks might crave more raw power, but an NSX offers most of the rewards of a true exotic with almost none of the usual drawbacks–except for its high price. The well-behaved automatic transmission is only slightly less rewarding than the 5- or 6-speed stick. Handling ranks among the world’s best. Steering is precise, though heavy for parking if not equipped with power assist. Cornering is flat and stable, braking short and true, noise levels acceptable. The ride is firm, but supple enough for such a high level of performance. Standard traction control enhances wet-road safety, but can be switched off when not needed. On the down side, the low nose demands some caution around dips, parking-lot barriers, and certain speed bumps. Despite road-hugging styling and a midengine layout, an NSX affords easier entry/exit than most sports cars, including the Corvette, plus the best visibility of any exotic automobile. Over-the-shoulder views are poor, however, and the top of the dashboard reflects in the windshield. Strong sunlight can wash out the electronic climate and audio displays, too. There’s enough cockpit space for husky 6-footers, and the dashboard is as user friendly as a Legend’s. Seating is low-slung but comfortable. Luggage space is sparse.
Value for the Money
Although early models were selling new for as much as $100,000 (or even higher), demand eased after a year or two, sending transaction prices below MSRP. Secondhand too, an NSX is a lot more expensive than a Corvette or a Porsche 911, yet it lacks the pedigree of similarly priced Ferraris. Still, it’s almost worth that high dollar figure because of its blend of refinement, performance, and appealing ergonomics.
price $60 000 USD
engine All Aluminum V6
position Transverse Mid-Engine
valvetrain DOHC 4-Valves / Cyl
fuel feed Honda PGM-F1 Electronic Injection
displacement 2977 cc / 181.7 cu in
bore 90.0 mm / 3.54 in
stroke 78.0 mm / 3.07 in
compression 10.2:1
power 201.3 kw / 270 bhp @ 7100 rpm
specific output 90.7 bhp per litre
bhp/weight 199.41 bhp per tonne
torque 284.7 nm / 210.0 ft lbs @ 5300 rpm
redline 8000 rpm
body / frame Unit Aluminum
driven wheels Mid Engine / RWD
front tires F 225/50ZR-15
rear tires R 225/50ZR-16
front brakes Vented Discs w/ABS, Vacuum Assist
f brake size 282 mm / 11.1 in
rear brakes Vented Discs w/ABS, Vacuum Assist
r brake size 282 mm / 11.1 in
front wheels F 38.1 x 16.5 cm / 15 x 6.5 in
rear wheels R 40.6 x 20.3 cm / 16 x 8 in
steering Rack & Pinion
f suspension A-Arms w/Coil Springs, Tube Shocks, Anti Roll Bar
r suspension A-Arms w/Coil Springs, Tube Shocks, Anti Roll Bar
weight 1354 kg / 2985 lbs
wheelbase 2530 mm / 99.6 in
front track 1509 mm / 59.4 in
rear track 1529 mm / 60.2 in
length 4404 mm / 173.4 in
width 1811 mm / 71.3 in
height 1171 mm / 46.1 in
transmission 5-Speed Manual
gear ratios 3.07:1, 1.73:1, 1.23:1, 0.97:1, 0.77:1, :1
final drive 4.06:1
top speed 270.4 kph / 168.0 mph
0 – 60 mph 5.6 seconds
0 – 100 mph 14.1 seconds
drag 0.32 Cd