My thoughts of the NSX

[rocco1]

Well after driving this car for the last few days all i can say is Shame on you Lambo shame on you Fezza,why because never did feel so connected to a car like the NSX,this car is somehow embroiderd into the human DNA,this car is so well balanced,the weight distribution is near perfect,ive never been in a car that feels so alive yet so easy to drive(try that Lambo/Fezza).Ive finished cleaning the NSX and my wheels have been painted and will be on in the morning.This car is amazing and iam glad i bought one,i also know that i will buy a Scud or a Super Leggera and 12 months later i will sell it,but this NSX will be for keeps parked next to my beloved 964t.:)

[TheSebringOne]

Never driven a Fezza or a Lambo properly, but thats great to hear your comments about the NSX. Enjoy it for many, many years to come and you know it will be alot more reliable than the Italian brands. :thumbsup:

[jaytip]

Now do us NSX lovers a favour and post that on the Lambo/F boards,lol.

[rocco1]

Now do us NSX lovers a favour and post that on the Lambo/F boards,lol.The Lambo/Fezza owners already know my thoughts on what i think of the Italian Divas but they seem to think they know best because they spend four times as much and thats why they have to spend £1200 on oil change,£2200 (these are special offer prices)on a full service,and best of it all is £3/4k on a clutch after 4000 miles,but they know best and not to forget the engine managment light is a must to appear just as take it out once a month,these are facts not made up tales.But i will buy an Itaian Diva because i know best too.lol (and cry after)

[Nick Graves]

Glad it went to an appreciative home in the end!

Recently test-driving an Evora (excellent car, BTW) only confirmed how good is the NSX in every respect.

If only excellent ones weren't so impossibly hard to buy...

[NoelWatson]

Glad it went to an appreciative home in the end!

Recently test-driving an Evora (excellent car, BTW) only confirmed how good is the NSX in every respect.

If only excellent ones weren't so impossibly hard to buy...

So would you pick an Evora over an NSX?

[Papalazarou]

So would you pick an Evora over an NSX?

Mmmm....plastic.

Cheers,

James

[Nick Graves]

NSX. If I could bloody get hold of one! Here's a review I wrote on S2K, to which the response was basically, "feck off & buy yourself a bloody NSX then!" They were right!

On approach, the Evora has an almost retro, late ‘sixties/early ‘seventies supercar prototype feel. It should probably age very well, since it has a natural beauty and is not forced or contrived. It is colour-sensitive and looks good in black, other than it of course shows up the SMC weave, which might be a problem to some. Choose a traditional Lotus colour, then. The shape has other natural advantages, more of which later.

Entry and exit is a little strained due to the width of the VVA frame, and the rear seat will not accommodate a 6’ WASP. A small dog probably, but it’s a bit warm & noisy back there. The rest of the car is very quiet and NVH is comparable to an NSX, if not a modern Porsche. Whether that’s good or bad, is really a personal choice. The car I drove was an early example, so wind noise from the frameless driver’s door window should be overlooked.

In order to get the perceived & build quality into perspective, one must dismiss it as a production car. BMW told Rover off for rough edges on the back of the 75’s door handles, and that was a decade ago. Similarly, the overall ergonomics are not up to the definitive Porsche or Honda standards. The instruments are difficult to read (like too many modern cars) and the Focus stalks are too short (typical Ford) to be fingertip controls. The Demon Tweeks-style buttons are beautiful, but again, unergonomic. By Porsche or Honda standards; they are however part of that TVR/Lotus specialness thing.

Measured by the standards of specialist cars, these shortcomings actually help give a sense of occasion to the driver. Especially with the premium interior, the car has that unique feel which of a 1970s or1980s Ferrari, somewhere between a 308/348 and a 308GT4/Mondial. Not just the design, but that sense of occasion and specialness thing. I have no problem with the standard interior (but then I think there’s everything right with the NSX’s) and it suits the light, Lotus philosophy better then too much plushness. The seats are actually superb and still very thin and light. The boot is tiny by any standards.

Driving the car is interesting; biggest disappointment is the engine. There’s absolutely nothing wrong with the Camry unit and a Sports exhaust made it sound better, rather than of nothing at all. Delivery, like the S2000, feels weak below 3,000, but it comes on song higher up. Throttle response is like a Jazz; ideal for traffic. You must specify the sport pack, because that button makes the car properly driveable by sharpening response. It’s still closer to the response of a Prelude than an S2000. What the engine lacks is that responsiveness of a Porsche unit, or its unmistakeable war cry when thrashed. Or that NSX bark when it’s revved to infinity, which the others won’t. It’s an engine and a good one, not a special one.

So is the gearchange closer to the response of a Prelude than an S2000, actually. About as bad as the Boxster’s, not quite as good as a 911 or NSX. Like the 911, the driving position is a tad left-set. The Boxster is better & the NSX perfect. I’d personally go for the close ratio; like the S2000, you end up wondering if it’s ever gonna redline in third sometimes. Or wait for the Evora S, I suppose.

Steering feel is another modern bugbear, and Lotus has probably got it exactly right. It’s about the equivalent of a NSX with 17” or a properly-braced S2000 and not as good as an earlier NSX. It’s clearly set up to be untiring and you can feel impending breakaway etc, but it’s different from an Elise, unsurprisingly. The tiny wheel gives it an advantage over Porsche, but the 911’s really not far different. It’s personal preference, ultimately.

The pedals are nice and close for heel/toe/left-foot braking, but I’d prefer slightly less initial servo on the brakes, which makes heel & toeing more effort than necessary. One would acclimatise, but it’s not perfection. The AP brakes with braided hoses are otherwise exemplary. Stopping is good, but the car doesn’t seem to have the huge offset/trick toe-in under braking of the Hondas, so that amazing straight-line stopping ability is slightly compromised.

The flip side of that solecism is that the car behaves far more naturally in a corner and it really is easy to set it up to drift a wet roundabout within a short acquaintance of it. It’s like the NSX in that respect, but I can see it would be very easy to powerslide it, which Hondas are bad at (thinking of Dembo here) due to the RWS correction. The Evora has excellent grip, but it can be overcome (when one would expect it to) and it becomes a big Elise. Balance the throttle and it’s all very tidy indeed, without any FREDs interfering. More damped and less immediate than an S2000; arguably a good thing.

The ride strangely shares a similar characteristic with the Civic EK4; on very bad roads, the passenger seat jiggles up and down like there’s chassis flex under beam and one sounds slightly like a Dalek when speaking. From the driver’s seat on the same road, it rides better than most modern saloons or other stuff and has that wonderfully supple, not a lead-wheeled feel. The difference is very marked, just like the old Civic. That 1970’s-retro SAAB windscreen means panoramic vision and close-placed mirrors, making the car very easy to place on the road; assuming the wiper hasn’t smeared everything – a bugbear of curved glass. Even along narrow, bad roads, which are of course Lotus’ forte, it’s surprisingly narrow. It is at least as good as the NSX in that respect, at least when driving. When reversing, the NSX still beats everything, turning circle aside; the Lotus is a London Taxi. But overall, this is a car that one can easily enjoy. And I mean enjoy a lot. Despite (or even because of) its imperfections.

I can really see why many prefer the everydayness of Porsche ownership. And despite the lack of rear seats, the NSX is probably still on another plane altogether.

I can understand despite the low volume and the cleverness of its engineering, why some people feel it ought to be perhaps a little cheaper, compared to Porsche’s headline prices. Headline prices with either; options can make a mockery of those.

What the car has though is that indefinable sense of occasion about sitting in it, let alone, driving it. And the totally petrol-headed infectiousness of Lotus dealers, to whom one would really like to give one’s money, because they are enthusiasts first, agents as a happy by-product. And the car has a club-like exclusivity, which few other marques can pretend to.

So the Evora does stand comparison with some truly excellent cars and has that most important thing of feeling special at relatively sane speeds. Which many do not. The extra luggage/dog space behind the seats to a certain extent compensates for the awkward boot, but that is an added bonus. It could be one’s everyday car at a push, but it’s more of a special occasion one for that. And don’t forget the likelihood of being able to retro-fit later upgrades is virtually guaranteed.

I suppose if life’s practicalities mean one must suffer a Porsche instead, life ain’t too bad, after all. A new Evora is so different from an old NSX despite being so very similar, I’m unsure that a comparison is actually valid. But it’s very close, either way.

Still revelled in driving the S2000 home again, though!

[NoelWatson]

NSX. If I could bloody get hold of one! Here's a review I wrote on S2K, to which the response was basically, "feck off & buy yourself a bloody NSX then!" They were right!

On approach, the Evora has an almost retro, late ‘sixties/early ‘seventies supercar prototype feel. It should probably age very well, since it has a natural beauty and is not forced or contrived. It is colour-sensitive and looks good in black, other than it of course shows up the SMC weave, which might be a problem to some. Choose a traditional Lotus colour, then. The shape has other natural advantages, more of which later.

Entry and exit is a little strained due to the width of the VVA frame, and the rear seat will not accommodate a 6’ WASP. A small dog probably, but it’s a bit warm & noisy back there. The rest of the car is very quiet and NVH is comparable to an NSX, if not a modern Porsche. Whether that’s good or bad, is really a personal choice. The car I drove was an early example, so wind noise from the frameless driver’s door window should be overlooked.

In order to get the perceived & build quality into perspective, one must dismiss it as a production car. BMW told Rover off for rough edges on the back of the 75’s door handles, and that was a decade ago. Similarly, the overall ergonomics are not up to the definitive Porsche or Honda standards. The instruments are difficult to read (like too many modern cars) and the Focus stalks are too short (typical Ford) to be fingertip controls. The Demon Tweeks-style buttons are beautiful, but again, unergonomic. By Porsche or Honda standards; they are however part of that TVR/Lotus specialness thing.

Measured by the standards of specialist cars, these shortcomings actually help give a sense of occasion to the driver. Especially with the premium interior, the car has that unique feel which of a 1970s or1980s Ferrari, somewhere between a 308/348 and a 308GT4/Mondial. Not just the design, but that sense of occasion and specialness thing. I have no problem with the standard interior (but then I think there’s everything right with the NSX’s) and it suits the light, Lotus philosophy better then too much plushness. The seats are actually superb and still very thin and light. The boot is tiny by any standards.

Driving the car is interesting; biggest disappointment is the engine. There’s absolutely nothing wrong with the Camry unit and a Sports exhaust made it sound better, rather than of nothing at all. Delivery, like the S2000, feels weak below 3,000, but it comes on song higher up. Throttle response is like a Jazz; ideal for traffic. You must specify the sport pack, because that button makes the car properly driveable by sharpening response. It’s still closer to the response of a Prelude than an S2000. What the engine lacks is that responsiveness of a Porsche unit, or its unmistakeable war cry when thrashed. Or that NSX bark when it’s revved to infinity, which the others won’t. It’s an engine and a good one, not a special one.

So is the gearchange closer to the response of a Prelude than an S2000, actually. About as bad as the Boxster’s, not quite as good as a 911 or NSX. Like the 911, the driving position is a tad left-set. The Boxster is better & the NSX perfect. I’d personally go for the close ratio; like the S2000, you end up wondering if it’s ever gonna redline in third sometimes. Or wait for the Evora S, I suppose.

Steering feel is another modern bugbear, and Lotus has probably got it exactly right. It’s about the equivalent of a NSX with 17” or a properly-braced S2000 and not as good as an earlier NSX. It’s clearly set up to be untiring and you can feel impending breakaway etc, but it’s different from an Elise, unsurprisingly. The tiny wheel gives it an advantage over Porsche, but the 911’s really not far different. It’s personal preference, ultimately.

The pedals are nice and close for heel/toe/left-foot braking, but I’d prefer slightly less initial servo on the brakes, which makes heel & toeing more effort than necessary. One would acclimatise, but it’s not perfection. The AP brakes with braided hoses are otherwise exemplary. Stopping is good, but the car doesn’t seem to have the huge offset/trick toe-in under braking of the Hondas, so that amazing straight-line stopping ability is slightly compromised.

The flip side of that solecism is that the car behaves far more naturally in a corner and it really is easy to set it up to drift a wet roundabout within a short acquaintance of it. It’s like the NSX in that respect, but I can see it would be very easy to powerslide it, which Hondas are bad at (thinking of Dembo here) due to the RWS correction. The Evora has excellent grip, but it can be overcome (when one would expect it to) and it becomes a big Elise. Balance the throttle and it’s all very tidy indeed, without any FREDs interfering. More damped and less immediate than an S2000; arguably a good thing.

The ride strangely shares a similar characteristic with the Civic EK4; on very bad roads, the passenger seat jiggles up and down like there’s chassis flex under beam and one sounds slightly like a Dalek when speaking. From the driver’s seat on the same road, it rides better than most modern saloons or other stuff and has that wonderfully supple, not a lead-wheeled feel. The difference is very marked, just like the old Civic. That 1970’s-retro SAAB windscreen means panoramic vision and close-placed mirrors, making the car very easy to place on the road; assuming the wiper hasn’t smeared everything – a bugbear of curved glass. Even along narrow, bad roads, which are of course Lotus’ forte, it’s surprisingly narrow. It is at least as good as the NSX in that respect, at least when driving. When reversing, the NSX still beats everything, turning circle aside; the Lotus is a London Taxi. But overall, this is a car that one can easily enjoy. And I mean enjoy a lot. Despite (or even because of) its imperfections.

I can really see why many prefer the everydayness of Porsche ownership. And despite the lack of rear seats, the NSX is probably still on another plane altogether.

I can understand despite the low volume and the cleverness of its engineering, why some people feel it ought to be perhaps a little cheaper, compared to Porsche’s headline prices. Headline prices with either; options can make a mockery of those.

What the car has though is that indefinable sense of occasion about sitting in it, let alone, driving it. And the totally petrol-headed infectiousness of Lotus dealers, to whom one would really like to give one’s money, because they are enthusiasts first, agents as a happy by-product. And the car has a club-like exclusivity, which few other marques can pretend to.

So the Evora does stand comparison with some truly excellent cars and has that most important thing of feeling special at relatively sane speeds. Which many do not. The extra luggage/dog space behind the seats to a certain extent compensates for the awkward boot, but that is an added bonus. It could be one’s everyday car at a push, but it’s more of a special occasion one for that. And don’t forget the likelihood of being able to retro-fit later upgrades is virtually guaranteed.

I suppose if life’s practicalities mean one must suffer a Porsche instead, life ain’t too bad, after all. A new Evora is so different from an old NSX despite being so very similar, I’m unsure that a comparison is actually valid. But it’s very close, either way.

Still revelled in driving the S2000 home again, though!

Fantastic write up. I need to take one for a drive.

[gumball]

He he. I had a track day in a Murcielago once, I didn't feel I was missing out too much when I got back in my NSX. :) my car felt like a go cart in comparison.(although the body roll was quite apparent).

Cheeky edit: as for the Evora, it might handle nicely but in a recent EVO article they put it up against a Skoda Yeti. The Yeti was the looker. :bigsmile:

[TheSebringOne]

What really interesting, informative write up as I've never tested the new Lotus. Listening to your comments reinforces how truly special the NSX is.

[NoelWatson]

He he. I had a track day in a Murcielago once, I didn't feel I was missing out too much when I got back in my NSX. :) my car felt like a go cart in comparison.(although the body roll was quite apparent).

Cheeky edit: as for the Evora, it might handle nicely but in a recent EVO article they put it up against a Skoda Yeti. The Yeti was the looker. :bigsmile:

Was chatting to someone last night that used to be an instructor on supercar days. He said that all the instructors went for the NSX as it was easy to drive round the track for twenty minutes at a time whereas the Diablo and Vantage were knackering. NSX was fast enough to keep up.