Honda NSX 2001 News

Earlier this month, Audi unveiled a retro-inspired small electric vehicle that is a homage to a car that failed a quarter of a century ago. Spectacularly. Chances are the timely and handsome new A2 will succeed where the overpriced and oddly styled original from 2001 could not, but referencing a flop seems risky. It’s like Ford reviving the AU Falcon (though to be fair it is having a moment), or General Motors exhuming Holden with an ode to the ZB Commodore. Or Epica. Which has us thinking: this isn’t the first time that nostalgia, perhaps served with a side plate of delusion, has led to some confounding decisions. Whether they sold or were received poorly, we outline five resurrections that flopped. And if you disagree, let us know why in the comments below. How the millennial Monaro came about requires context. Holden enjoyed two golden eras: the early years, and for half a decade from 1997, after the then-new VT Commodore became a runaway smash hit. And the next year’s Australian International Motor Show in Sydney was pivotal. Codenamed Monica, the 1998 Holden Coupe Concept – essentially a VT with two doors, a slightly more-rakish windscreen and four (lower) seats – stole the show like no other car ever had before or since. At the time, Holden wasn’t even planning to build it. After all, coupe shelf lives are notoriously short. The original HK Monaro of 1968 proved popular initially, but its HQ-HX successors from 1971 struggled. The Coupe Concept utterly overshadowed Ford’s debuting AU Falcon at the Sydney show, made national news and created a buzz that helped bolster the brand. It was nothing short of sensational. Journalists immediately dubbed it Monaro, something Holden was understandably wary of. Despite what some articles today state, the resulting V2 Monaro failed to meet internal sales expectations when it arrived far later than scheduled, in November, 2001. Priced beyond most buyers’ reach from nearly $95,000 adjusted for inflation today, it went on to account for only a fraction of Commodore volume, at 4274 versus 88,478 units, putting it at 47 spot. From there, sales never improved, and the US-market Pontiac GTO export version of 2004 also failed to find a large-enough audience. By then, GM was floundering as the world moved away from sedans and coupes, in favour of SUVs, with the planned next-generation VE Monaro promptly canned, save for the 2008 Coupe 60 Concept to celebrate Holden’s 60 Anniversary. The Datsun 1600 is regarded as one of Japan’s earliest greats. Launched in 1967, it combined elegant styling with European-style chassis sophistication, to create a brilliant little sedan that dominated world rallying as effortlessly as it won over owners’ hearts. However, the larger and heavier 180B and 200B replacements of 1972 and 1976 respectively completely lacked the 1600’s sporty charm. Stung by widespread criticism, Datsun attempted to recreate the magic with the Stanza in 1978. But, built down to a price, it sorely lacked the fun and finesse that endeared so many owners to the old 1600. Critics were ruthless in their reviews. And though relatively popular and successful in motorsport, the Stanza couldn’t replicate the old 1600’s greatness and lasted only a single generation in Australia. By all objective means, any NSX is a masterpiece. Be it the exquisite 1990 NA1 original that became the first mid-engined supercar in history to love you back, or the NC1 tri-electric motor petrol/hybrid AWD successor of 2016 that was a breathtaking technological showcase, the name signifies engineering mastery. However, while neither generation achieved the sales volumes Honda required, the original has enjoyed a glorious afterlife as one of the all-time sports car greats. But the latter? Sadly, the second – or American – NSX remains misunderstood as being too advanced, and not “analogue” enough for drivers to truly connect with. That Honda cancelled it early (except in Japan) has not helped. Maybe the NC1 was just a decade before its time. Still an amazing achievement. One of Japan’s earliest Volkswagen Golf clones, the Pulsar became a beloved small-car staple in Australia over 25 years and six generations from 1980. That was until Nissan was forced to switch to a smaller replacement with awkward styling, ambitious pricing and a silly name. Inevitably, the 2006 Tiida tanked, even as Australians were clamouring towards smaller cars in the wake of soaring fuel prices. This was the era where the Mazda 3 and Toyota Corolla were king, but Nissan missed the party completely. The reason why the Pulsar ended was that it never properly challenged the Golf, so instead Nissan devised the Qashqai crossover, which immediately became a sales phenomenon. Somehow, Nissan Australia convinced a reluctant Japan to allow the redesigned Tiida hatch of 2012 to be rebadged Pulsar, along with the Thai market Sylphy sedan. Hopes were high of a sales revival but neither interloper possessed the required sophistication or appeal to lure local consumers back. Both Pulsar iterations never saw out their model cycle. The rear-engined air-cooled Beetle, which changed comparatively little between 1937 and 2003, remains the world’s best-selling vehicle of all time, at 21.5 million units. In contrast, the Toyota Corolla regenerated 12 times to date for it to find 50 million buyers. The re-imagined New Beetle, released globally in 1997 and 2000 in Australia, based on the versatile Golf IV architecture and built inexpensively in Mexico, sold strongly at first. But demand tapered off markedly as per most fashion statements, especially when BMW’s Mini reset the bar for retro remakes from 2001. However, after nearly 1.2 million units, VW’s third attempt, officially known as the “The Beetle”, struggled from the outset in 2012, despite featuring significantly more sophisticated drivetrains. Gone by 2019, barely 550,000 units were produced worldwide.

The Honda Accord Hybrid sedan marks a turning point for the Japanese company; it's the company's first all-new hybrid system in 16 years. Toyota has sold almost 10 times as many hybrid cars as Honda globally but the company hopes to close that gap with a series of all-new petrol-electric cars. The Honda Accord Hybrid has lithium-ion battery technology (for longer petrol-free driving range) and two electric motors (mounted back to back) which are connected to an Atkinson cycle engine (similar to that used by Toyota) for new levels of fuel efficiency. Unlike earlier Honda hybrids, the new setup will allow the car to use electric power alone up to cruising speeds, when conditions are ideal, before switching to petrol. The Accord Hybrid sips just 4.2L/100km Earlier Honda hybrids used the electric motor only to boost the petrol engine once it was already on the move. Based on overseas fuel economy figures, the Accord Hybrid sips just 4.2L/100km, making it more frugal than the Toyota Camry Hybrid. Honda is yet to release pricing but it is expected to start from less than $40,000. As with the top-end versions of the current Accord, the Hybrid will be available with a blind-zone camera, which shows in the central display screen an image of the left side of the car in turns or when changing lanes. Meanwhile, the Honda NSX will be powered by a twin-turbo V6 matched to another version of the company's new hybrid technology (including a lithium-ion battery), and a nine-speed twin-clutch automatic. Power and performance figures are yet to be released. Honda Australia is yet to confirm its allocation of NSX supercars, which are due to go into production in the US (rather than Japan) this year. "We are still aiming for 2016, hopefully some time in the middle of 2016," says Honda Australia director Stephen Collins. And the price? "I can honestly say thatI have no idea where it will end up," Collins says. In the US, the NSX is tipped to cost about $150,000 plus taxes and delivery charges. But it will probably exceed $200,000 here. The original NSX went on sale in Australia in 1991 for $160,000, rising to $220,000 in 1995 then $256,000 when it was discontinued in 2005. About 160 examples were sold here from a global production run of 18,685. Honda Australia says that only a handful of its national network of 107 dealers will sell and service the NSX.

The back-from-the-dead new-age supercar is being raced towards production in the USA, complete with a new high-tech production facility and - for the first time - an American engineer in charge of development work. Honda has shown an NSX concept car many times over recent years but is now colouring the picture with details including the factory in Ohio that will build the car and information on Ted Klaus, who heads the engineering team. It has also opened an order bank in Britain and is promising an early decision on the car for Australia. “I'm at the front of the queue to get it back,” Honda Australia director, Stephen Collins, tells Carsguide. “We're not in a position to confirm anything as yet. But we're a fair way down the track with it.” The new-age NSX will again be a mid-engined supercar, with a V6 engine - the same package as the 1980s original - and all-wheel drive. “We have a very clear understanding of the high customer expectations luxury buyers around the world have for a supercar, and our challenge is to exceed them and create new value for the customer,” says Ted Klaus. He reveals the car will be built by a specially-trained, 100-strong workforce at the new Performance Manufacturing Centre close to Honda's existing Accord factory in Ohio, USA. Engines will be built close-by in another dedicated NSX plant. The return of the NSX comes almost exactly a decade after production of the original car ended. It was built from 1999 at Honda's Takanezawa factory before production shifted to Suzuka through to 2005. In Australia, less than 300 cars were sold and none of the later models was brought down under. But Honda Australia is convinced the new car can do well from 2015. “We've got a solid history with sales of the first-generation NSX. I think we sold about 280 of those cars,” says Collins. “Give that, and the strength it would provide to the brand, and our history, I'm pretty confident.” He says the essential business case for the car is already underway and the chances for Australia are boosted by strong early interest from the UK, which is driving development of right-hand drive cars. “We are very strongly putting a case together and I feel confident that we will get that across the line. The decision is a collaborative one between Australia and Japan. We're still sorting a few of the details out.” Even though the NSX is not confirmed, Collins says he is preparing a customer plan for the car. That means a priority wait list and dedicated NSX dealers. “I would anticipate that, given it's low volume and the special nature of the case, we'll have some sort of ordering system in place,” he says. “Last time we had about a dozen dealers. Given the nature of the car it would be fairly specialised.” This reporter is on Twitter @paulwardgover  

The NSX will be sold in the US under Honda's luxury Acura brand and the company is officially saying that the roadster was made specifically for the film. That may be the case but it has been built off the regular NSX underpinnings and there's already talk of it following the hardtop down the production line. Acura is expected to gauge moviegoers' reactions to the car before committing to build the roadster. The car was photographed late last year during filming of the movie, with suggestions the convertible would be the default NSX. That was quashed when the company revealed its NSX Concept with a roof at the Detroit Motor Show in January. Acura vice-president Mike Accavitti said at this month's New York Motor Show the NSX roadster was a "design exercise". "The appearance of an Acura model in The Avengers'_ even one that won't be on sale, further leverages Acura's ongoing association with the Marvel superhero franchise, which has seen Acura vehicles in both the second 'Iron Man' instalment and in last year's Captain America and Thor," he says. The NSX is driven in the movie by Tony Stark (a.k.a Iron Man), played by Robert Downey Jr and continues the superhero's association with supercars. Iron Man drove an Audi R8 in the original movie and backed it up with an R8 Spyder in the second film.  The NSX roadster is thought to be powered by the same Super Handling All-Wheel Drive hybrid set-up seen in the hard-top. The system uses a V6 petrol engine and three electric motors. Two of the motors power the front wheels with the third used to boost the engine's output to the rear wheels. As a result, the NSX can theoretically operate in full electric, full petrol or hybrid modes using front, rear or all-wheel drive IRON MAN'S WHEELS When he's not flying around as Iron Man, Tony Stark has an enviable collection of cars in the garage. Here's what Robert Downey Jr  has already driven in the first two movies based on the Marvel Comics superhero. Iron Man: Audi R8, Tesla Roadster, 1932 Ford Flathead Roadster, Saleen S7, Shelby Cobra Iron Man 2: Audi R8 Spyder, '32 Ford Flathead, Rolls-Royce Phantom

The Koreans starred, the Japanese mounted a comeback, and One Ford hit the headlines with an extended family of Focus-based newcomers that it is certain to make a big hit in Australia. But it was one car and the commitment of its company chief that made the most impact as America fought back on the opening day of the 2011 North American International Motor Show. US Honda has unveiled the new NSX Concept at Detroit auto show, highlighting the design and technology direction for the its next-generation "supercar.''  It could go some of the way towards addressing Honda's public perception problem which has seen a dramatic slide from; premium Japanese brand with a sporting flavour to; maker of cheap but expensive low-tech econoboxes. New NSX, which is expected to go on sale in the next three years, will be developed by Honda R&D America and manufactured in Ohio. It will be developed as a world car The dynamically-styled NSX Concept retains a V6 engine which many see as the problem with the first NSX. The mid-mounted V6 employs several new technologies including an innovative new Sport Hybrid SH-AWD (Super Handling All Wheel Drive) hybrid system. Hopefully it won't be as big a waste of time and money as the SH-AWD on Honda Legend. Takanobu Ito, President and CEO of Honda Motor Co said the new NSX will "again express high performance through engineering efficiency.'' "While most supercars opt for brute force delivered from a large engine, the NSX Concept champions the true racing philosophy of an extremely favourable power-to-weight ratio.'' Cynics will read into that "non supecar performance.'' The engine's a "next-generation'' VTEC V6 engine with direct-injection and works in concert with a dual clutch transmission with built-in electric motor, to create "supercar'' acceleration. We'll have to wait and see.

The Koreans starred, the Japanese mounted a comeback, and One Ford hit the headlines with an extended family of Focus-based newcomers that it is certain to make a big hit in Australia. But it was one car and the commitment of its company chief that made the most impact as America fought back on the opening day of the 2011 North American International Motor Show. It's featuring as a concept car at the Detroit motor show. But the NSX comes with a few twists in the tail. It's branded an Acura which is the luxury arm of Honda as Lexus is to Toyota. It also features two badges which will throw loyal fans of the supercar which was shelved in 2005. One badge says "sports hybrid" and the other says "AWD", as in all-wheel drive. It's still a mid-engined car, but fans may not like the move from rear-wheel drive or the hybrid power train. There are no specifications yet except that it will still have a V6 engine and impressve power-to-weight figures. It's a dazzling futuristic concept that may be a show stopper, but it is far from production ready with heavily tinted windows scarcely concealing an unfinished interior. Best guess is that it is at least three years away from production.

There have been a range of NSX rumours and plans in recent years but now the go-ahead message is coming from the very top. Honda president and CEO Takanobu Ito, speaking the night before the Frankfurt motor show, confirms a firm project for a new supercar from the Japanese brand. “I spent part of my early career at Honda developing the NSX. I really enjoyed that experience, and learned much, so it is my wish that Honda engineers have  the experience of developing a sports car like the NSX in future," Ito says "Within Honda, our engineers are already looking at developing such a car.” There is no timing yet, but Ito says he worked on the original NSX and hopes to have a 21st century car in showrooms with the focus on efficiency and lightweight construction. “Our recent efforts have been focused on fuel efficiency, and that perhaps gives the impression Honda is behind with pushing the brand image of sportiness, but let me assure you that is not the case,” says Ito. “We will address that impression with our new generations of cars.” Ironically, the latest update of the Civic shows Honda is worried about holding the showroom pricetag in the USA, although that could change when the five-door hatch is unveiled in Frankfurt. But Ito seems to be a man with a plan. “You can’t depend on a high power output to call a car sporty anymore,” he said. “The original NSX was  about high power but also good driving performance, and today power-to-weight is what we have to focus on. The NSX was known for its aluminium body, so when we develop our new sports car we don’t want to copy Ferrari for power, but to also chase efficiency as well.”

Honda has confirmed it is working on a car it hopes will fill the high-performance shoes of the mid-engined, rear-wheel drive sports coupe that was dropped in 2005 after 15 years of glory - but, towards the end, dwindling sales. This will be the Japanese carmaker's second attempt, after plans for a second generation were dropped in 2008 when the global financial crisis forced a change in focus. However the front-mounted V10 engine touted for that project won't live on in the new car. Honda is more likely to give the new NSX a petrol-electric hybrid engine, hoping to position it as a true sports sibling to the hybrid CR-Z, which has struggled to convince critics and buyers it has real performance credentials.

Honda killed the second-generation NSX with its F1-inspired V10 engine before it could hit the road but is now considering a new plan after scoring a string of successes in Japanese GT racing. After consolidating its green technology with the Insight, Civic Hybrid, CR-Z and Jazz Hybrid, Honda believes the is right for a serious re-evaluation of its sports car program. The head of Honda, Takanobu Ito, says the company is "rekindling" the spirit of motorsport and has commenced evaluation of a new car - for sports driving enthusiasts and motorsport - that will meet the expectations of a public wanting greener technology.  The result is likely to be smaller and lighter, and have a smaller and greener powerplant, but still generate a decent amount of power. Ito hints that Honda could put a small number of cars, based on the latest V8-powered NSX racer, into production but does not say when. But Honda is known to be on two other cars, one a medium-sized sports cars with a V6-hybrid, strongly rumoured to debut as an Acura for the USA, and the other a compact lightweight four-cylinder hybrid coupe.