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    When light isn’t light enough / #Honda-NSX-R / #Honda-NSX-MkI / #Honda / #Honda-Acura / #Acura / #Acura-NSX / #Acura-NSX-R

    The Honda NSX-R will be instantly recognisable to any fans of the Gran Turismo series of PlayStation games, but probably less so to analogue 3D car nuts.

    The Type-R was only ever produced for the Japanese market, with just 464 built from #1992 - #1995 plus another short run after the NSX’s 2002 3.2-litre facelift. However, the odd example has been imported to the UK, and more may be on the way as a number have popped up recently in Japanese auctions – a feed point for the still strong market for UK imports.

    A 1995 car with just 860 kilometres (534 miles) on the clock recently sold for £223,188 at BH Auction, which is almost certainly a record. However, even those with a more normal mileage can still expect to push the £100k mark, such is their collectability.

    For comparison, that’s around double the price of a regular NSX.

    The NSX-R’s excitement comes not from the usual route of engine tweaks, but the age-old hot-rodding method of chucking out weight. That’s not easy in an aluminium-bodied car that had already made lightness a virtue, but Honda managed to slim it by 120kg anyway.

    Definitely one for your wishlist.

    The #Type-R shed 120kg from the regular NSX.
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    N600 now a serious classic... as long as you’re not tall
    / #Honda-N600 / #Honda / #Honda-N-Series

    VALUE 2012 £5000
    VALUE NOW £7000


    Don’t laugh. The tiny Honda-N600 of 1969 is a landmark car. The first four-wheeled Honda to be officially exported to North America and sold from motorbike dealerships, it’s said that the air-cooled 43bhp, 600cc alloy twin inspired the engine in the CB750 that decimated the British motorcycle industry in the Seventies.

    Revving to a frantic 9000rpm with front-wheel drive, front servo discs and a plastic tailgate and dashboard to save weight, it was hailed by period ads as a ‘Frisky companion for the busy man’. Some 35,000 were sold in the US between ’1969 and ’1973 but the N600 couldn’t match the elfin charm or lower price of the Mini in Britain, which is why a mere 10 survivors are currently listed on the DVLA database.

    But like all microcars, good N600s now fetch big money. Motorcycles Unlimited in Middlesex has a beautifully original rhd ’1973 in white with one lady owner, 14,000 miles, history and all books and manuals for £16,000. Hofman Classics in Leek, Holland has a nicely restored ’1971 in green, fresh from 30-year ownership, for €7900 (£7070) – which doesn’t sound dear. Especially given that in July Brightwells sold an unrestored ‘1963 Peel P50 microcar for £49,000.

    The N600 was also the first US car to attract a multi-million-dollar lawsuit. In 1982 a Florida court ordered Honda to pay $6m – then the biggest damages ever paid to a single plaintiff – for injuries sustained in an N600 crash by a badly designed windscreen support. Taller investors might want to look at something more commodious.
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    HONDA #NSX / #2017 / #Acura-NSX-MkII / #Acura-NSX / #Honda-NSX-MkII / #Honda-NSX / #Acura / #Honda /

    At last! The new Honda NSX has arrived, after decades of speculation and disappointment. Fears of it not being able to live up to expectations set by the original have been dashed as the new car is every bit the technological masterpiece that it should be. 0-62mph is yet to be confirmed, but we’re talking sub three seconds. Unfortunately, as with the original, it isn’t cheap at more than £130 grand.
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    THE NEW HONDA ACCORD IS NOW OPEN FOR BOOKING

    / #Honda-Malaysia announces that the New Accord is now open for booking, starting 1 August 2016 onwards at all 88 Honda authorised dealers nationwide. #Honda-Accord / #Honda / #2017

    High in performance and value, the New Honda-Accord will be available in three variants to provide options for Malaysians at their level of requirement; #Honda-Accord-2.0VTi , #Honda-Accord-2.0VTi-L and #Honda-Accord-2.4VTi-L The New Accord embodies its concept of premium and stylish to offer a more sophisticated yet masculine exterior headlined by new front and rear bumpers. From the front, the New Accord has a sleek forward front look with solid wing face design.

    The new LED rear combi lights bars complete the overall dynamic outlook. The overall appearance of the New Accord has also been further refined with new alloy rim designs. The highly anticipated New Accord with refined design and value added features will be launched in the third quarter of 2016. The New Accord is expected to continue to lead its class with quality and performance that will further extend its position as the premium executive sedan of choice that is designed for both male and female who are driven to succeed and appreciate advanced technology.

    The New 2017 Accord will be on a road tour from 12 August 2016 to 4 September 2016. Updates on locations of the road tour are available on.
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    SILVER SURFER / #Honda-NSX / #Honda-Acura / #Acura / #Honda / #Acura-NSX / #1991

    It's the second time that Chris Hermosillo is in front of our camera with one of his projects. Both projects were Japanese base, although an Acura almost counts as a US model, since the brand was introduced as a premium and sports division by Honda Acura just for North America in 1986.

    Chris' Acura NXS dates back to the year 1991 and was one of the first production sports cars built largely of aluminium at the time. For some a plus, for Chris not really, because Chris earns his money at 88 Rotors and so it was only a matter of time until the NSX should lose its modding virginity.

    He ordered a set of SP1's from SSR in sporty 10“ width for the front and 11" for the rear in order to not damage the aluminium skin too much. BC racing coilovers provide the lowering, which with the help of air cups take out the last percentage of space towards the asphalt.
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    THE HERETIC

    Sticking a supercharged Honda-S2000 engine under the bonnet of a 2002 might sound like heresy, but it makes for one hell of an awesome machine. Classic looks with a modern heart make Elliott Norris’ supercharged 2002 the ideal track day warrior to drive round the Alps… Words: Mike Renaut. Photos: Matt Richardson.

    We heard Elliott Norris’ 2002 approaching before we saw it… and that’s quite a trick with a car this brightly painted. So, why a 2002? “I’ve always loved them,” replies Elliott. “I love the shark nose and the profile – it’s a perfect little car. It’s also the first car you drive in the Forza 4 Xbox game.” Curiously, that’s more or less the way this car developed. In the game you put in a different engine, add performance parts, make the car lighter, then paint it a bright colour. Elliott has turned that armchair build process into reality.

    His garage contains immaculate, stock examples of a 1974 2002 Turbo, a 1988 M3 Evo II, a 1987 M635 CSi and a 1973 3.0 CSL. He’s also got an M2 on the way, so it’s a slight surprise to learn this BMW sports Honda power. “I spotted the car on eBay in 2012,” explains Elliott. “It’s been changed pretty dramatically since then though. I bought it for fun and I paid about £8000. It’s a genuine 2002 and it came with the Honda S2000 engine and gearbox in factory tune part-fitted.

    “I wanted a car I could drive to the track, race, then drive home again,” explains Elliott. “It will never go anywhere on a trailer. It’s already been round Europe twice – that’s how I develop it. It’s a perfect size to drive around the Alps. But then I took it around the Spa circuit and it turned out a temperature sensor wasn’t working so the engine was detonating the whole time. Of course, being a Honda it didn’t break but it was obvious it would need a rebuild. I thought that, as we were stripping it, I might as well add a supercharger.” Well, it makes perfect sense to us… Although, on opening the bonnet, we have to question the presence of the Magic Tree air freshener in the engine bay. “I kept getting fumes leaking into the interior,” laughs Elliot. “I bought four different flavoured air fresheners to attempt to discover the source of the leak!”
    But back to the serious business of power. “With the standard S2000 running gear it was putting out about 220hp,” Elliott continues. “Now we’ve added the Rotex S2000 supercharger on a full-race engine with a slightly smaller blower pulley it’s currently got 382hp and 306lb ft of torque. It would be nice to go to 400+ brake with a bigger pulley.

    When it was mapped it had 388hp at the wheels but I’ve since fitted a more restrictive exhaust – the old one was basically like a bit of old drainpipe.”

    A custom-made Hayward and Scott stainless steel exhaust now resides under the car, connected to a bespoke manifold. The change was to quieten the beast a little, since race tracks weren’t happy with decibel readings of 110 or more! “I had a Decibel Devil fitted to get on the Nürburgring but half way round it spat it out onto the track…”

    In the nicest possible way, this car is an odd mix. It’s loud and raw with dizzying acceleration but there’s also a comfortable interior with a heated windscreen (it genuinely does get used all year round) and a USB port on the dashboard. It’s got quality carpets and custom-made doorcards. There’s also hand-made brushed aluminium inserts and a roll bar that’s mainly an anchor for the race harnesses. “I’d like a full cage but I think they’re dangerous for road driving if you’re not wearing a helmet,” Elliott says.

    We suggest that the car reminds us of those limited edition, lightweight race versions that Porsche or Mercedes are always releasing, and Elliott agrees: “That’s part of the feel I was after.” To get the car like this he sought a lot of expert advice along the way, as he explains: “Hanger 111 managed a lot of the initial build, particularly the interior and suspension work. The suspension it came with was shot. The front dampers were so poor it constantly locked the front wheels. My research led me to Ireland Engineering in the US and we fitted its full race dampers and spring strut braces.

    “The body was shabby when I got it so I stripped it down. It had 2002 Turbo arches and front spoiler but we fitted a Group 2 body kit after we widened the wheel track.”

    The paintwork was tackled by the man who Elliott trusts to do all of his car’s bodywork: Robin Middleton of RJM Body Repairs in Stowmarket. “Fitting the bonnet pins was tricky,” remembers Robin. “I only had one chance to drill them but I had to take account of the way the front-hinged bonnet opened. The wheels also took a lot of time as at first they were touching the arches with the steering on full lock. I bought two new front wings then cut them up to fit the wide arches. At once point I all but begged Elliott to let me raise the front by just two millimetres for extra clearance but he wouldn’t let me.


    “I also blended in the rear valance around the exhaust pipe and cut the front spoiler to fit the intercooler. Elliott wanted the beltline trim removed so I filled the mounting holes. He gave me a tight deadline and I worked through a bank holiday to get it done on time. Elliott wanted Inca orange paint from the 1973 BMW palate so I scanned it to get the exact shade and then finished it in lacquer. The car came out really nicely. I’m still waiting for Elliott to give me a ride in it though!”


    When Elliott first installed the supercharger he immediately noticed the original S2000 gearbox was crunching when shifting between first and second. “Basically it couldn’t handle the power of the supercharger,” he explains. So it was pulled out in favour of a quick-shift Quaife 69G sixspeed that was built to cope with 750hp and allows shifts without lifting off the accelerator – meaning you’re hurled forward without any break in momentum. “It changes gear in 0.3 of a second. However, it’s since been fitted with helical gears as, much as I love the sound of straight-cut gears, they’re difficult to use in traffic and I’m also keen to keep my hearing,” grins Elliott. “Thanks must go to Lee at Auto Shack who has a great mind for altering things. He fitted the Quaife gearbox and put up with my constant crazy schemes.”


    The steering column from a Vauxhall Corsa mates to a Quaife quick rack originally intended for a Peugeot 205, but with an ECU kit from DC Electronics the electric power steering is now fully mappable and changes the amount of assistance offered according to torque input and output. It even has a super-light mode for parking in tight spaces – see what we mean about it being a roadfriendly race car?


    The custom ‘Ketzer’ badge on the bootlid is the German for ‘heretic,’ while those Honda badges on the front wings came from a motorbike and are a relatively subtle hint that things are no longer standard underneath. More obvious are the BBS E50 wheels. “They were originally highly polished until I drove it round the Alps,” admits Elliott. The wheels were narrowed recently from eight-and-a-half inches on the front down to seven, and nine inches on the rear to eight-and-a-half, meaning the car now turns-in a lot better. “Since the BBSs are true split-rims we just moved the front inner barrels to the rear and replaced the front inner barrels with new ones. The main issue being the larger width was reducing the steering lock due to clearance. Running a narrower wheel has meant we now have the full lock back.” Although it’s cured a lot of the understeer Elliott mentions, it’s made the 2002 a lot harder to drift. However, surely Elliott hasn’t spent all this time building a fast road/track car only to now use it for drifting? “It was built to handle but not necessarily to grip,” he tells us. “It was designed to be a driver’s car. It’s purely about entertainment and having fun in any race event, but it was certainly never about setting lap times.”

    An E30 325i rear axle with an E30 M3 differential puts down the power, although Elliott has to be careful, as he explains: “The rear squats massively under hard acceleration – it actually hits cat’s eyes in the road.” Wilwood disc brakes on all four corners haul the 2002 down from those supersonic speeds.


    “A fully-mappable Emerald ECU means I can alter the engine map for regular fuel, race fuel, and ‘big flames from the exhaust on liftoff’ mode.” Of course, the upgrades meant the engine’s thirst for fuel has increased dramatically – so much so that a full race fuel system was required including a baffled tank with a swirl pot. The tank is now topped up via a cap in the boot. “I often get announcements over the tannoy at petrol stations because they think I’m pouring petrol straight onto the floor of the car,” grins Elliott. That means the original fuel filler in the rear wing is now redundant. “I was toying with putting a comedy springy snake in there in case anyone ever opens it…” he chuckles.

    The body is all steel with the exception of the fibreglass bonnet, although Elliott says: “I might go back to a steel one. The fibreglass tends to vibrate at speed.” The latest addition to the car is a genuine new old stock Autoplas rear window louvre. “They’re super-rare. I found it in Latvia still in the original box.”

    One of the few standard parts remaining is the handbrake mechanism. “I haven’t changed it but I should – it’s rubbish.”


    Also not quite up to par is the speedometer, which decided to break on the way to the photoshoot meaning we couldn’t get any performance times. But Elliott knows 60mph comes up in under four seconds and, having experienced the car’s wall of acceleration, we completely agree. We hit 60mph in less time than it took to write this sentence (and I type with four fingers!). “It will outrun a new Porsche GT3 on a track,” says Elliott.

    Generally the car has been very well received, although not by everyone. “I took it to a BMW Car Club meet and two guys told me it was the most horrible car they’d ever seen,” he laughs. However, given that Elliott already owns some quick cars including a Plymouth Superbird (go on, Google it), a Noble M12, and a 2011 Caterham he built himself (and in which he has recently won a race series), is he impressed with his 2002? “It’s an on-going labour of love, most of the modifications had to be done twice. I’m not sure I’d do it again – as I’ve spent well over ten times the original purchase price. If I was going to change it then I’d alter the look of the rear arches – there’s too much space between the tyre and the arch – but I’m not going to lower it since it sits just right. The suspension still requires some tweaking. I want the handling perfect for track use and it’s not quite there yet. With the supercharger fitted it needs more damping but currently they’re not adjustable and heat ingress is still a problem. But on the plus side it’s the most frightening car I’ve ever driven.”


    Interior has been trimmed by Corbeau and fitted with a half cage and GT8 front seats with TRS harnesses.

    DATA FILE Supercharged S2000 / #BMW-2002 / #BMW-2002-Supercharged / #BMW / #Rotrex / #Honda / #BBS / #BMW-2002-E10 / #BMW-E10 / #BMW-2002-Honda-S2000 /

    ENGINE AND TRANSMISSION 1997cc #Honda-F20C engine from S2000, #Rotrex-C38-81 supercharger, #TTS mounting kit with eight-row poly vee pulleys, #CP-Carrillo 10:1 comp pistons, #Brian-Crowler steel con rods, #Deutsche-Werks 1000cc injectors, #Rotrex-supercharger oil system, reservoir, filter and radiator, #Emerald-ECU with dash switchable mapping, custom-made #Hayward-and-Scott stainless steel exhaust manifold and exhaust, pro-alloy baffled fuel tank with swirl pot and pumps, #Quaife-69G sequential ’box, E30 325i rear and M3 large case diff. 382hp, 306lb ft

    CHASSIS 7x16” (front) and 8.5x16” (rear) #BBS-E50 three-piece magnesium wheels with 195/45 (front) and 215/40 (rear) Toyo Proxes TR1 tyres, #Ireland-Engineering race dampers, springs, strut braces and anti-roll bars, #Quaife Peugeot 205 quick rack with #DC-Electronics mappable electric #PAS

    EXTERIOR Inca orange paint, Group 2 body kit, 2002 turbo front spoiler, Autoplas rear window louvre

    INTERIOR Smiths gauges in custom dashboard, custom centre console, interior trimmed by Corbeau, GT8 front seats with TRS harnesses, BMW 635 rear seats, colour matched stitching and upholstered in Alcantara, half cage

    THANKS Hanger 111 (www.hangar111.com), RJM Body Repairs (www.rjmbodyrepairs.co.uk / 01449 771962), Auto Shack (01394 548675)

    Custom-made Hayward and Scott exhaust manifold connects to custom exhaust system; Magic Trees helped trace the source of fumes leaking into the interior.
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    Clive is a keen member of the #Honda-NSX-Club of Britain (NSXCB.co.uk), which means plenty of NSX playtime. Clive had the interior retrimmed in red and black Alcantara to give it a more modern feel.

    HONDA NSX
    Clive Pluckrose 'I love the admiring glances the NSX gets from by standers wondering what it is. When people realise, they all want to ask questions about it'

    DATE ACQUIRED #1998 / #Honda / #Acura
    MILEAGE 138,000
    FAVOURITE POSTER CAR WHEN YOUNG Lamborghini Miura
    COSTS SO FAR Apart from normal servicing costs the only major item I've had to replace is the alternator about five years ago
    DREAM NSX GT2 class-winning car at Le Mans 1995

    Why choose an #Honda-NSX / #Acura-NSX ? / #Honda-NSX-MkI

    In #1990 I went to the #British-Motor-Show and stumbled across the most beautiful car I had ever clapped eyes on, the 'New Secret eXperimental' – the NSX. Five years on, I went to the 1995 Le Mans 24-hour race, where the Honda NSX won its class. I knew I had to own one.

    In 1998 I realised the dream and became the proud owner of a Formula Red NA1.

    Why do you love it?

    I love the admiring glances it gets from bystanders who are wondering what it is. When people realise, they all want to ask questions about it. I love its mechanical simplicity compared with modern-day supercars.

    Have you modified it?

    I've installed a Superchip to improve mid-range performance, idling response and fuel economy. A Science of Speed carbonfibre induction kit gives it a great induction note, and a much better engine breathing response. Then there's the American Pride V2 quad-pipe exhaust system, which gives the NSX the throaty engine note it always deserved. I've also uprated the brake discs and pads.

    I've also installed a compliance pivot lock (which gives the handling a much pointier, direct feel), stiffer Dali racing torsion bars and BC suspension coil-overs, giving it less body roll at high speed.

    What about the stereo?

    In 2001 I upgraded the sound system with an amplifier, crossovers, EQ and navigation equipment. I competed with my car in the under-500-watt Pro Category on the IASCA UK circuit. It picked up various first and second place trophies that year, culminating in a third place at the UK IASCA Sound Quality finals at Santa Pod.

    What do you fancy next?

    I adore the car and have loved my time with it. I can't imagine ever selling it, but if I did it would be with a sad heart.
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