Chassis Code Explained
| Segment | Meaning | Detail |
|---|---|---|
| N | Model series | NSX series |
| A | Body/platform | Aluminium monocoque platform (A-suffix) |
| 2 | Generation | First-generation 3.2L C32B variant (1997–2005) |
NA2 denotes first-generation cars with the 3.2L C32B V6 and 6-speed manual; it runs concurrently with the NA1 3.0-litre rather than after it. Pop-up headlamps carried over on the 1997–2001 3.2L cars, with fixed HID headlamps arriving at the 2002 model-year facelift. The 2002 NSX-R and the 2005 NSX-R GT are distinct Japan-only models.
Editorial notes
Key Takeaways
- In U.S. specification, the 3.2-liter V6 with the new 6-speed manual made 290 hp and 224 lb-ft from 1997 — Honda calls it "a giant step forward in performance."
- The NA2 uses a 3.2-liter V6 and six-speed manual, versus the contemporary Japanese-market NA1 with a 3.0-liter V6 and four-speed automatic. U.S.-market automatic cars retained a 3.0-liter engine rated at 252 hp — don't assume engine size from the model year.
- U.S. 2002 model-year facelift brought fixed xenon headlights and, per Hagerty, dropped the hardtop coupe from the US lineup — only the removable-roof NSX remained in the U.S. lineup (Japan kept the hardtop).
- Zanardi Edition (1999, 51 built) was, per Hagerty, "the only serious special edition we got in this country."
- NSX-R (2002, Japan-only, 140 built) and NSX-R GT (2005, Japan-only) — Honda calls the NSX-R GT "the rarest evolution of the first generation NSX Type R," with just five built.
- Confirm the individual car's manufacture date and current NHTSA and EPA import requirements before buying a JDM example.
Technical Specifications
Engine Options
| Chassis | Engine | Displacement | Power — JDM | Notes |
|---|---|---|---|---|
| NA2 | C32B | 3.2L | 280PS @ 7300rpm (JDM) | DOHC VTEC, 6MT, larger bore/stroke |
| NA2 | C32B | 3.2L | 290hp @ 7100rpm (US/Export, rated) | SAE-era rating; market dependent |
Livability
- Headroom
- 37.0"
- Helmet fit tight; tall drivers may brush roof
- Rear Seats
- None
- Strict 2-seater; no occasional rear perch
- Cargo
- 5.0 cu ft
- Small trunk; heat limits soft items; no spare
Early builds of this chassis became eligible for US import under the 25-year rule in 2022; later production years become eligible through 2030. Calculate import costs →
Variants & Trims
| Generation | Trim | Engine | Key Features |
|---|---|---|---|
| NA1/NA2 (1st gen, 1990-2005) | NSX-R (NA2, 2002-2005) | C32B 3.2L NA V6 | Weight reduction, aero, stiffer chassis, LSD |
| NA1/NA2 (1st gen, 1990-2005) | NSX Type S (Japan, NA1/NA2) | C30A 3.0L / C32B 3.2L | Lighter than base, sport suspension, fewer options |
| NA1/NA2 (1st gen, 1990-2005) | NSX Type S-Zero (Japan, NA2) | C32B 3.2L NA V6 | Track-focused, reduced weight, stiffer suspension |
| NA1/NA2 (1st gen, 1990-2005) | NSX-T (Targa, NA1/NA2) | C30A 3.0L / C32B 3.2L | Removable roof, added bracing; pop-up lamps (to 2001), fixed lamps (2002+) |
| NA1/NA2 (1st gen, 1990-2005) | NSX Zanardi Edition (US, 1999) | C32B 3.2L NA V6 | Limited run (51), fixed roof, forged BBS wheels, lighter, manual only |
| NA1/NA2 (1st gen, 1990-2005) | NSX (2002-2005 facelift, fixed lamps) | C32B 3.2L NA V6 | Fixed headlamps, revised aero, 6MT |
Should You Buy a Honda NSX NA2?
Why You'll Love It
- 3.2-liter, 6-speed upgrade Honda's own 1996 press materials describe the 1997 update as "a giant step forward in performance," with the 3.2-liter V6 producing 290 horsepower in U.S. specification (20 hp more than the previous U.S.-market 3.0-liter manual) and 224 lb-ft, paired with a new 6-speed manual.
- Larger brakes and improved ABS Honda lists larger brakes and improved ABS performance among the 1997 changes.
- Steering praised by Motor Trend Hagerty reports Motor Trend called the updated car's steering "connected to the front tires as if by sinew and tendon rather than electrically assisted rack-and-pinion."
- NSX-R's functional aero and Nürburgring pace Hagerty reports the 2002-05 NSX-R's carbon-fiber aerodynamic trim was "all of it functional," and that a Honda test driver lapped the Nürburgring in 7 minutes 56 seconds — equal to the Ferrari 360 Challenge Stradale.
- U.S.-market Zanardi Edition Hagerty calls the 51-unit 1999 Zanardi Edition "the only serious special edition we got in this country," finished in New Formula Red with a lighter fixed roof, forged BBS wheels, and roughly 149 lb of weight savings.
Why You Might Not
- Contemporary automatics carried the NA1 code, versus NA2 The NA2 uses a 3.2-liter V6 and six-speed manual, versus the contemporary Japanese-market NA1 with a 3.0-liter V6 and four-speed automatic. U.S.-market automatic cars retained a 3.0-liter engine rated at 252 hp — confirm which model code and engine a specific car actually has.
- U.S. hardtop coupe discontinued for the 2002 model year Hagerty: from 2002, "the only roof you could get on an NSX in the U.S. was a removable one (Japanese buyers could still get a hardtop)."
- Car and Driver criticized the modest 2002 updates Car and Driver's 2002 test, as quoted by Hagerty: "We continue to love this car. But we think these modest updates on an aging (introduced in 1990), pricey exotic are similar to rearranging deck chairs on the Titanic."
- NSX-R and NSX-R GT: originally Japan-only The 140-unit 2002 NSX-R and the 5-unit 2005 NSX-R GT were Japan-market only; confirm chassis documentation and current US import eligibility rather than assuming a car is a genuine example.
Who Should NOT Buy This
- Buyers who assume an automatic is an NA2: Honda lists the contemporary Japanese-market 3.0-liter automatic as NA1, versus the 3.2-liter six-speed NA2 manual. U.S.-market automatic cars retained a 3.0-liter engine rated at 252 hp.
- Buyers who specifically want a hardtop coupe sold new in the US after 2002 — Hagerty says only the removable-roof NSX remained in the U.S. lineup from that point
- Anyone buying a claimed NSX-R or NSX-R GT without confirming Japan-market origin and current US import eligibility
- Buyers chasing a Zanardi Edition who haven't verified the New Formula Red paint, fixed roof, and forged BBS wheels Hagerty describes on the genuine 51 cars
Common Issues & Solutions
| Issue | Cause | Solution | Est. Cost |
|---|---|---|---|
| Timing belt overdue | Age/miles; owners skip due to cost | Timing belt, water pump, tensioners, seals | $1800-3500 |
| Cooling system overheating | Old radiator, hoses, trapped air, weak fans | Radiator/hoses/thermostat; proper bleed | $900-2500 |
| Radiator end tank cracks | Plastic tanks age-heat cycle and split | Replace radiator and cap; inspect hoses | $600-1400 |
| Heater core leak | Age corrosion; coolant neglected | Replace heater core; flush; new hoses/clamps | $1200-2500 |
| 2nd/3rd gear synchro grind | Wear from hard shifts, wrong fluid, age | Rebuild trans; synchros/hubs; inspect gears | $3500-8000 |
| Clutch slip or chatter | Worn disc/pressure plate; heat spots on flywheel | Clutch kit; resurface/replace flywheel; bleed | $1800-3500 |
| Clutch master/slave failure | Seal wear; fluid contamination; heat | Replace master/slave; flush fluid; adjust pedal | $350-900 |
| Engine mounts collapsed | Age; heat; oil contamination softens rubber | Replace mounts; inspect brackets; align drivetrain | $900-2500 |
| Valve cover oil leaks | Gaskets harden; cam plugs seep | Gaskets, cam plugs, grommets; clean PCV | $250-700 |
| Oil consumption on decel | Valve stem seals aging; high vacuum pulls oil | Valve seals; inspect guides; refresh top end | $1500-4000 |
| Idle hunt/stall | Dirty IACV/FAST, vacuum leaks, old TPS | Clean/replace IACV; smoke test; set base idle | $200-900 |
| VTEC not engaging | Low oil, bad VTEC solenoid, clogged screen | Fix oil level; clean screen; replace solenoid | $150-600 |
| Knock sensor/CEL | Aged sensor or harness; heat cycles | Replace sensor; inspect wiring; clear codes | $250-700 |
| Alternator failure | Heat soak; bearing/diode wear | Replace alternator; check belt and grounds | $600-1400 |
| AC weak or warm at idle | Low charge, tired compressor, condenser airflow | Leak test; recharge; compressor/condenser as needed | $300-2200 |
| AC evaporator leak | Age corrosion; hard to access | Evaporator replacement; new drier; evacuate/recharge | $1800-3500 |
| Power steering rack leak | Seal wear; fluid contamination; age | Rebuild/replace rack; flush system; new lines if needed | $1200-3000 |
| PS pump groan/whine | Air in system, worn pump, old fluid | Flush; replace pump if noisy; inspect suction hose | $250-1200 |
| Suspension bushing wear | Age cracks; track use; oil contamination | Replace bushings/arms; alignment and corner balance | $1200-4500 |
| Ball joint/tie rod play | Wear; torn boots; impacts | Replace joints/rods; alignment | $400-1400 |
| Brake caliper sticking | Old seals; heat; moisture in fluid | Rebuild/replace calipers; flush; new pads/rotors | $600-2200 |
| ABS light / module faults | Wheel speed sensors, aged module, wiring | Scan; replace sensor/repair wiring; module refurb | $300-1800 |
| Pop-up headlight issues | Motor wear, linkage bind, dried grease | Service linkage; replace motor; adjust height | $200-900 |
| Window regulator slow/fails | Worn regulator, dry tracks, weak motor | Regulator/motor; lube tracks; adjust glass | $350-1200 |
| Targa roof leaks (NSX-T) | Aged seals, misadjusted latches, clogged drains | Replace/adjust seals; clear drains; align windows | $300-1800 |
| Trunk water intrusion | Tail light seals, trunk gasket, antenna grommet | Reseal lights/gaskets; dry and treat corrosion | $150-700 |
| Rear subframe rust | Salt exposure; trapped moisture; neglected undercoat | Derust/treat; replace subframe if severe | $800-4000 |
| Aluminum repair complexity | Improper crash repair; wrong welding methods | Specialist inspection; correct repair or walk away | $2000-20000 |
| Aftermarket alarm drain/no-start | Bad installs; parasitic draw; hacked ignition wiring | Remove/rewire properly; parasitic draw test | $200-1500 |
| Fuel injector aging/misfire | Old injectors, varnish, ethanol storage issues | Clean/flow test or replace injectors; new filters | $300-1600 |
| Fuel tank varnish/rust | Long storage; stale fuel; moisture | Tank clean/replace; pump/filter; flush lines | $800-3000 |
| Exhaust manifold cracks | Heat cycling; aftermarket thin-wall headers | Replace manifold/headers; check mounts and heat shields | $600-2500 |
Differences between JDM & USDM
For the 1997 U.S.-market Acura NSX, Honda listed a 3.2-liter six-speed manual rated at 290 hp and a 3.0-liter SportShift automatic rated at 252 hp. Honda's Japanese specification table identifies the 3.2-liter manual as NA2, versus the 3.0-liter automatic as NA1. Japan-market performance variants included the NSX-R introduced in 2002 and the NSX-R GT introduced in 2005; both were originally sold only in Japan. The U.S. received the 1999 Zanardi Edition, which Hagerty calls "the only serious special edition we got in this country" — 51 cars finished in New Formula Red to mark Alex Zanardi's back-to-back CART championships. After the U.S. 2002 model-year facelift to fixed headlights, Hagerty reports the US lineup also lost the hardtop coupe entirely — "the only roof you could get on an NSX in the U.S. was a removable one," while Japanese buyers could still order a hardtop. NHTSA permits a vehicle at least 25 years old to be imported without meeting the FMVSS; an HS-7 declaration is still required. Verify the individual car's manufacture date and EPA eligibility.
Pre-Purchase Inspection Checklist
Critical Priority
High Priority
Generation History
NA2 (3.2) (1997-2005)
- C32B 3.2 V6; 6MT; more torque
- Bigger brakes; chassis refinements
- Preferred by many drivers vs NA1
- Higher market floor than most NA1s
NA2 Facelift (2002-2005)
- Fixed headlights replace pop-ups
- Sharper aero; modernized front end
- Often top of standard NA market
- Low-mile examples bring strong premiums
NSX Type R (NA1/NA2) (1992-2005)
- Japan-only; major weight reduction
- Track-focused suspension & gearing
- Extremely low supply; collector pinnacle
- Condition/originality drives huge spreads
NSX-R GT (NA2) (2005)
- Ultra-rare homologation-style variant
- Aero package; peak NA collectability
- Trades as a trophy asset when available
Market Data
Production Numbers & Rarity
| Generation | Years | Total Built | Notes |
|---|---|---|---|
| NA1/NA2 (1st gen) | 1990-2005 | ~18,000 (estimated) | Global total commonly cited; verify by market |
Motorsport Heritage
| Series | Years | Result | Car | Driver |
|---|---|---|---|---|
| JGTC GT500 class | 1994–2005 | Drivers' Champion 2000 (Castrol Mugen NSX, Firman Jr./Michigami pairing); multiple race wins across the program | NSX GT500 | Ralph Firman Jr. / Ryo Michigami |
| Le Mans 24 Hours (GTS class) | 1995–2001 | GTS class entries; 3rd in GTS class, 1995 | NSX GTS | — |
Sources: Super GT historical records, ACO Le Mans historical results
How It Compares
| Feature | NA2 | Toyota Supra JZA80 | Mazda RX-7 FD3S |
|---|---|---|---|
| Layout/Drivetrain | Mid-engine RWD (NA) | Front-engine RWD | Front-engine RWD |
| Power (stock) | 270-290 hp (NA) | 276 hp (JDM claim) | 276 hp (JDM claim) |
| Weight/feel | Light, analog steering | Heavier, GT feel | Light, edgy turbo |
| Reliability | High for an exotic | Strong but aging electronics | Rotary upkeep sensitive |
| Service complexity | Moderate (NA) | High (twin-turbo packaging) | High (rotary + turbos) |
| Tuning headroom | Moderate NA; costly big gains | Very high (2JZ) | Very high (RB26) |
| Steering/feedback | Benchmark feel (NA) | Good, more GT | Sharp, lighter nose feel |
| Track capability | Balanced, consistent | Fast, AWD grip | Fast, boost-dependent |
| Cabin ergonomics | Excellent visibility | More cramped, sporty | More compromised |
| Collector premium | High; icon status | High; 2JZ halo | High; GT-R halo |
| NC1 powertrain | Hybrid AWD, 9DCT | Twin-turbo V8 RWD, DCT | NA V8 RWD, DCT |
| NC1 performance | Supercar-quick launches | Lighter, sharper | High-rev drama |
| NC1 daily usability | Very high | Good, but lower ground clearance | Very high |
Comparable Alternatives
Nissan GT-R R35
Modern performance bargain; AWD pace; broad support
Porsche 911 (996 Turbo)
Supercar speed with usability; strong parts network
Lotus Evora
Mid-engine feel and steering; simpler than hybrids
The Buyer's Read
The defining change for this generation came in 1997: Honda's own press materials call it "a giant step forward in performance," with a 3.2-liter V6 making 290 hp in U.S. specification (20 hp more than the previous U.S.-market 3.0-liter manual) paired with a new 6-speed manual, plus bigger brakes. Testing that car, Motor Trend wrote, in a review quoted by Hagerty, that the steering felt "connected to the front tires as if by sinew and tendon rather than electrically assisted rack-and-pinion."
Do not assume every post-1997 car is an NA2. Honda lists the contemporary Japanese-market 3.0-liter four-speed automatic as NA1, versus the 3.2-liter six-speed manual as NA2. U.S.-market automatic cars retained a 3.0-liter engine rated at 252 hp. Verify the engine and transmission match before buying.
The next major change came with the U.S. 2002 model-year facelift: fixed xenon headlights replaced the pop-ups, and, in the U.S., the hardtop coupe disappeared from the lineup. Hagerty notes "the only roof you could get on an NSX in the U.S. was a removable one," while Japanese buyers could still order a hardtop. A 2002 Car and Driver test was unimpressed with the pace of change, calling the updates "similar to rearranging deck chairs on the Titanic" on an aging, pricey exotic.
Limited-production Japan-market variants include the NSX-R introduced in 2002 (140 built) and the NSX-R GT introduced in 2005, which Honda calls "the rarest evolution of the first generation NSX Type R," with five built. The U.S. received the 1999 Zanardi Edition — Hagerty calls it "the only serious special edition we got in this country," 51 cars in New Formula Red with a lighter fixed roof, manual steering, and forged BBS wheels, built to mark Alex Zanardi's back-to-back CART championships.
NHTSA permits a vehicle at least 25 years old to be imported without meeting the FMVSS; an HS-7 declaration is still required. Verify the individual car's manufacture date and EPA eligibility before importing a JDM NSX-R or NSX-R GT. Browse what's currently available across the NA2 range.
Frequently Asked Questions
- What changed with the 1997 NSX update?
- Honda's own materials call it a "giant step forward in performance": a 3.2-liter V6 (up from 3.0) making 290 hp in U.S. specification, a new 6-speed manual, and bigger brakes.
- Did every 1997-2005 NSX get the bigger engine?
- No — the NA2 uses a 3.2-liter V6 and six-speed manual, versus the contemporary Japanese-market NA1 with a 3.0-liter V6 and four-speed automatic. U.S.-market automatic cars retained a 3.0-liter engine rated at 252 hp.
- What changed in the U.S. 2002 model-year facelift?
- Hagerty reports that in the U.S. 2002 model-year facelift, the pop-up headlights were replaced with fixed xenon HID units, and the US lineup lost the hardtop coupe — only the removable-roof NSX remained in the U.S. lineup, while Japan kept the hardtop.
- Which first-generation NSX Type R evolution does Honda call the rarest?
- Honda's own Type R history calls the 2005 NSX-R GT "the rarest evolution of the first generation NSX Type R," with five built and originally sold only in Japan.
- Was there a US-market special-edition NSX?
- Yes — the 1999 Zanardi Edition. Hagerty calls it "the only serious special edition we got in this country," with 51 built.
- Can I import a Japan-only NSX-R or NSX-R GT to the US?
- NHTSA permits a vehicle at least 25 years old to be imported without meeting the FMVSS; an HS-7 declaration is still required. Verify the individual car's manufacture date and EPA eligibility.
Sources & References
Sources (10)
- Honda NSX - encyclopedic overview — Wikipedia Verified
- The 1991 Acura NSX revolutionized the supercar segment — Hagerty Link dead
- Acura NSX maintenance - the long-term ownership view — Road & Track Verified
- When Senna drove the NSX street car — Speedhunters Access blocked
- Honda HP-X 1984 - the NSX concept origin — Old Concept Cars Verified
- Honda NSX - how the Japanese made a competitor for Ferrari — Dyler Verified
- NSX Type S model information — NSX Prime Link dead View archived ↗
- 10 mechanical issues you may have with the used Acura NSX — NSX Prime forum Verified
- Honda heritage timeline - automobile history — Honda Motor Corporation Link dead
- Honda NSX used review - 1990-2005 — What Car? Verified
Sources last verified: