Models · Honda
Honda NSX NA1/NA2 buying guide
Honda's mid-engined, aluminium-bodied V6 sports car, built from 1990 to 2005 as a coupé and later as the targa-topped NSX-T. Its known issues are few and well documented, and most can be checked at the viewing or in the paperwork.
The versions
- 3.0 VTEC V6 (C30A): 274PS with the five-speed manual, 255PS with the four-speed automatic
- 3.2 VTEC V6 (C32B) from 1997 with a six-speed manual; the automatic kept the 3.0
- Coupé, and from 1995 the NSX-T with a removable roof panel
- Facelift from December 2001: fixed xenon headlamps in place of the pop-ups
What to check on a NSX
3 model-specific things to look at when you view one. They're a starting point, not the full inspection.
Cambelt and camshaft pulley history
What to look for: Look in the history for a dated cambelt change within the last five years or 60,000 miles, and check whether the camshaft pulley was replaced at the same time. If the age of the belt can't be proven, treat it as due.
Why it matters: The V6 drives its camshafts by a belt, with a recommended interval of five years or 60,000 miles. Specialists strongly recommend replacing the camshaft pulley with the belt, because a failing pulley can cause poor running or, if the belt fails, valve damage.
The early five-speed gearbox
What to look for: Check the chassis number. On the drive, listen for grinding or growling from the gearbox and note any tendency to jump out of gear. Ask for evidence of any gearbox repair.
Why it matters: Early five-speed cars with chassis numbers from J4A4-1003542 to J4A4-1005978 can have a faulty countershaft bearing snap ring, which can lead to major gearbox failure. Many have been put right, and a car in that range with the repair on record, or with a high mileage behind it, has usually proved itself.
Aluminium body repairs
What to look for: Look closely at the nose and tail for overspray, uneven panel gaps and seam sealer that doesn't look factory. Check that the locks, catches and, on earlier cars, the pop-up headlights all work.
Why it matters: The NSX body is aluminium, so corrosion isn't a concern, but repairs need someone who understands the metal and can make paint bond to it properly. Factory panel gaps are very even, so uneven ones point to past damage. Many body and trim parts are unique to the NSX.
Also in the full guide
- Gearbox bearings and front suspension
- The cold start, test drive and paperwork checks for the exact version you're viewing
The full guide to the NSX
The CrankSight guide walks you round the car on your phone at the viewing, with every check for the exact version you're looking at: what to look for, where to find it, and what anything you find is likely to cost. As you go it builds an assessment of that car, and if you view more than one, it lines them up side by side.
£29 for the model, used on as many cars as you like, delivered within 72 hours or your money back.
General points for the model, last checked October 2026. Every car is different, so treat this as a guide to what to look at, not a verdict on any car. CrankSight is independent and has no connection with Honda.