The first generation NSX is the GOAT.

The Honda NSX revolutionized the supercar concept in two distinct eras. The first-generation NSX (1990–2005) was a pioneering “everyday supercar”, blending exotic performance with Honda’s renowned reliability. After a decade-long hiatus, the second-generation NSX (2016–present) rebooted the legend as a high-tech hybrid supercar. This article compares these two generations in detail, examining their historical context, performance, driving experience, technology, design, market reception, and collectability.

Historical Context

First-Generation (1990–2005): In the late 1980s, the supercar landscape was dominated by European exotics like the Ferrari 328/348, Porsche 911, and Lamborghini Countach. Honda saw an opportunity to challenge these incumbents by offering comparable performance with superior reliability and usability​. The NSX project (initially the HP-X concept co-developed with Pininfarina) aimed to meet or exceed the performance of Ferrari’s V8 sports cars while undercutting them on price and ensuring daily-driver civility​. The result, launched in 1990, was the NSX (New Sportscar eXperimental) – sold as an Acura in North America – featuring a mid-engine layout, an advanced aluminum chassis, and race-proven engineering input from Formula One champion Ayrton Senna​. Upon its debut, the NSX shocked the industry: here was a supercar that could be driven to work every day, with perfect manners and bulletproof build quality, yet still hang with the best of Italy on a twisty road​. Its existence pressured competitors – for example, Ferrari quickly honed the handling and ergonomics of its next model (the F355) in response to the NSX’s benchmark dynamics and livability (a fact even McLaren’s Gordon Murray noted, making the NSX his reference for the McLaren F1’s ride and handling)​.

Second-Generation (2016–Present): By the 2010s, the definition of a supercar had evolved to include advanced electronics and hybrid powertrains. Honda revived the NSX name in 2016 in an automotive world now populated by the Audi R8, McLaren’s new lineup, Porsche’s 911 Turbo, and hybrid hypercars like the McLaren P1 and Porsche 918. The new NSX (NC1 chassis) was conceived as a “technology flagship”, combining a twin-turbo V6 with three electric motors for all-wheel-drive hybrid performance​. Its development was a global effort led by Honda’s U.S. team, signaling how the brand adapted to a market craving both raw speed and tech-driven efficiency. When the second-gen NSX was unveiled (after several concept revisions and delays), it entered a fiercely competitive arena: buyers in this segment expected not just performance, but also cutting-edge innovation (like hybrid boost, active aerodynamics, and luxury tech). Honda’s decision to go with a hybrid Sport Hybrid Super-Handling All-Wheel Drive (SH-AWD) system was influenced by contemporary trends toward electrification and the desire to differentiate from purely gasoline rivals. While the first NSX was a disruptor among temperamental exotics, the new NSX had to carve out an identity in a crowded field of very refined modern supercars. Honda aimed to show it could still punch above its weight – this time by leveraging engineering sophistication to deliver “a wide range of driving conditions, from racetrack to relaxed street driving” in one package.

Performance Metrics

Both NSX generations are high-performance machines, but their specifications reflect different philosophies. Below is a comparison of key performance metrics:

Table: Key performance specifications of first-gen vs second-gen NSX.

In its original form, the 1991 NSX’s 3.0-liter DOHC V6 (featuring VTEC variable valve timing) produced 270 hp and 210 lb·ft of torque​, propelling the aluminum coupe from 0–60 mph in roughly 5.2 seconds​. A 5-speed manual was standard, while a 4-speed automatic was offered (though detuned to 252 hp). In 1997, Honda upgraded the NSX with a larger 3.2-liter V6 making 290 hp and 224 lb·ft (with a new 6-speed manual)​, dropping 0–60 times to ~4.5 seconds as recorded by Car and Driver​. Thanks to its light construction (~1,370 kg early on) and efficient aerodynamics (Cd ≈0.32, later improved to 0.30), the first-gen NSX could reach 168–175 mph at the top end​. Importantly, its power-to-weight ratio and throttle response were exceptional for the era – the NSX wasn’t the most powerful exotic, but it didn’t need to be, relying on light weight and balance for performance.

By contrast, the 2016 NSX adopts a very different approach: a 3.5-liter twin-turbocharged V6 paired with three electric motors (one motor sandwiched between the engine and transmission, plus two driving the front wheels) for 573 hp combined output​. The gasoline engine alone contributes 500 hp and 406 lb·ft (according to SAE net ratings), with electric torque fill bringing the total system torque to 476 lb·ft (645 Nm)​. Power is managed through a 9-speed dual-clutch transmission and delivered to all four wheels via an advanced torque-vectoring AWD​. Despite weighing significantly more (~1,725–1,800 kg) due to its hybrid components​, the second-gen NSX launches with ferocity: 0–60 mph arrives in about 2.9–3.1 seconds, truly into supercar (even hypercar) territory, and top speed is electronically capped at 191 mph. In independent tests, it has run the 1/4-mile in ~11.0–11.2 seconds, indicating how effectively it deploys its power​. Notably, a 2022 NSX Type S final edition boosts output to 602 hp and shaves a few tenths off acceleration, underscoring Honda’s continuous improvement even in the car’s final model year​

Driving Experience

Handling and Balance – First Gen: The original NSX quickly earned a reputation for sublime handling and balance. With its all-aluminum monocoque chassis, fully independent double-wishbone suspension, and rear-mid engine placement, the NSX delivered razor-sharp responses and a near-ideal weight distribution. Development input from Ayrton Senna led to a significantly stiffened chassis (50% more rigid than initial prototypes)​, allowing the suspension to be tuned for both precision and ride comfort. Early NSXs had no power steering (except in the automatic models), which, combined with the car’s low weight and excellent steering geometry, resulted in exceptionally communicative steering feel. From sweeping corners to tight hairpins, the NSX was famous for its neutral, predictable behavior at the limit – accessible even to average drivers, unlike some twitchy contemporaries. Reviewers in the 1990s marveled that the NSX could make a novice feel like a hero, yet still reward expert drivers on a track day. Senna’s influence was evident in the car’s poise: the NSX would gently understeer at the limit rather than snap-oversteer, giving the driver confidence. Honda also equipped the NSX with a then-advanced 4-channel ABS and (later) traction control, but electronic intervention was minimal by modern standards – this was a largely analog machine. The ride quality was another surprise: unlike stiffly-sprung Italian exotics, the NSX absorbed bumps with a compliance that wouldn’t jar your fillings, a trait that Gordon Murray noted as “remarkable… the NSX’s ride quality and handling would become our new design target” for the McLaren F1​. In essence, the first NSX delivered racecar-like dynamics with the refinement of a Honda – a revelation in its day.

Handling and Dynamics – Second Gen: The new NSX, despite its higher weight, achieves phenomenal handling through technology. Its Sport Hybrid SH-AWD system can actively torque-vector – the twin front electric motors independently accelerate or decelerate each front wheel to assist rotation into a corner​. This, combined with a low center of gravity and sticky modern tires, gives the NSX tremendous cornering grip (exceeding 1.0g lateral acceleration​ and stability. Drivers report that the NSX feels “plugged in” to the road, with the front electric motors pulling the car through corners and virtually eliminating understeer. The steering is electrically assisted, but tuned to be quick and precise; while it can’t match the raw feedback of the manual rack in early NSXs, it is very accurate. The chassis (a spaceframe of aluminum, high-strength steel, and carbon fiber in select areas) is extremely rigid, allowing the magnetorheological dampers to keep the body flat during aggressive maneuvers. In practice, the NSX (NC1) is famously easy to drive very fast – “authoritative and approachable, its flaws made mostly inconsequential by a technically perfect driving experience”, as one reviewer put it​. Launching out of corners, the rear wheels get a boost from the engine and rear motor while the front motors yank the car out of the apex, giving even amateur drivers confidence to exploit its performance. The trade-off is that the driving experience is filtered through layers of technology: the brake-by-wire system, electric steering, and active drivetrain all work so seamlessly that some enthusiasts miss the raw mechanical feel of the original. The NSX’s drive modes (Quiet, Sport, Sport+, Track) also change its character – from a near-silent electric creep in Quiet mode (for neighborhood manners) to a full fury of engine and electric boost in Track mode. In summary, the second-gen NSX offers blistering performance with a technological polish that makes it remarkably forgiving; however, those who cherish purity may find it less engaging than the simpler first-gen car. As an everyday driver, the NC1 excels: it’s comfortable, the suspension can soften for highway cruising, and you can even drive short distances on electric power alone. Honda essentially applied the original NSX ethos (supercar performance that doesn’t beat you up) and achieved it via 21st-century engineering.

Technological Innovations

Each NSX generation showcased Honda’s engineering prowess, but the focus of innovation shifted from mechanical to hybrid-electronic.

First-Gen Innovations: The 1990 NSX was a technological tour de force for its time. It was the world’s first production car with an all-aluminum monocoque chassis and body, which saved about 200 kg versus steel and contributed to its light weight​. It also featured the first production titanium connecting rods in its engine, allowing the V6 to spin to an unprecedented 8,300 rpm redline reliably​. The NSX introduced Honda’s VTEC (Variable Valve Timing and Lift Electronic Control) to the world in a high-performance V6, giving it both low-end responsiveness and high-end power in a way few engines had at the time. Other innovations included a drive-by-wire electronic throttle (from 1995 onward, the NSX had the first electronic throttle in a Honda)​ and an early application of Electric Power Steering (EPS) – the 1990 NSX’s manual steering was later augmented by a vehicle-speed-sensing EPS unit (first on automatic models, then all models by 1995)​. The NSX’s engineering paid obsessive attention to details: its aerodynamics were refined (front and rear spoilers and underbody airflow management) to yield stability without needing huge wings, and it boasted an aero drag coefficient of 0.32 (improved to 0.30 in later years) for respectable efficiency​. The braking system used 4-channel ABS, unheard of in a road car when introduced. In essence, the NSX took racing tech (materials, engine design, chassis tuning) and adapted it for the street. It even had a special 23-step paint process derived from aircraft painting to ensure the aluminum panels had a flawless finish​. Importantly, the NSX proved that high performance didn’t have to come at the expense of reliability – its robust powertrain could handle daily use with minimal maintenance issues, which was a huge technological (and reputational) win over delicate exotics of the era.

Second-Gen Innovations: If the original was about mechanical excellence, the new NSX is about integrated electro-mechanical innovation. Its signature technology is the hybrid power unit: a twin-turbo V6 coupled with three electric motors and a lithium-ion battery pack​. This system provides instant electric torque (filling in turbo lag), active launch assistance, and the aforementioned torque vectoring on the front axle – making the NSX one of the first sports cars in its class to embrace hybridization for performance (preceded mainly by million-dollar hypercars)​. The NSX’s platform is a multi-material spaceframe employing aluminum casting and extrusions, ultra-high-strength steel, and even some carbon fiber (for example, the floor is carbon fiber in the NSX, and the optional carbon roof further saves weight). The car features an advanced magnetorheological suspension that can adjust damping on the fly, softening or firming up in milliseconds to balance comfort and handling. Aerodynamics were carefully addressed: while it doesn’t have active aero foils, the body is sculpted with numerous functional vents, diffusers, and an integrated rear spoiler to manage airflow and cooling. Electronic driver aids are comprehensive – a stability control system working in concert with the hybrid SH-AWD, launch control for perfect acceleration runs, and multiple drive modes controlling engine sound, suspension, and power delivery. One could argue the second-gen NSX’s greatest innovation is its software: the way the car’s computers blend twin-turbo ICE power with three electric motors is extremely complex, yet the transitions are nearly seamless to the driver. The NSX also brought along modern conveniences and safety tech (reversing cameras, parking sensors, infotainment) that weren’t dreams in the early ’90s. In short, the NC1 NSX is a rolling laboratory – demonstrating how hybrid tech can enhance performance and make a car more adaptable. Honda even updated the car via software and minor hardware tweaks in 2019 to improve its handling and lap times (stiffer anti-roll bars, revised tires, software re-tune)​, showing that continuous improvement mindset. While some purists lament the complexity, there’s no denying the second-gen NSX is one of the most technologically advanced cars in its segment, marrying electric and petrol performance in a uniquely Honda way.

Design and Aesthetics

Styling of the Original NSX: The first-generation NSX’s design was groundbreaking yet timeless. Penned under Chief Designer Masahito Nakano with inspiration from an F-16 fighter jet cockpit​, the NSX had a low, wide stance and a teardrop cabin that offered exceptional visibility (one of Honda’s goals was giving the driver panoramic outward view, unlike the claustrophobic cockpits of some rivals). The NSX introduced a sleek, wedge-like profile typical of late-80s exotics but executed with Japanese precision – its surfaces were smooth and elegant rather than flamboyant. Early models featured pop-up headlights, a hallmark of the era, which sat flush with the hood when down. The front end was low and pointed, the side air intakes large but smoothly integrated into the doors, and the tail had a full-width light bar that became an NSX signature. Aerodynamically, the car was shaped to minimize lift – the rear incorporated a subtle integrated spoiler lip, and the flat underside and rear diffuser managed airflow to keep the NSX stable at high speeds. Over its 15-year run, the NSX’s design saw only minor tweaks. In 1995, a Targa top version (NSX-T) introduced a removable roof panel for open-air motoring. A more significant refresh came in 2002: the pop-up headlights were replaced by fixed xenon projector headlamps in a reshaped nose, and the rear bumper and taillights were revised slightly​. These changes modernized the look, though some enthusiasts missed the charm of the pop-ups. Even today, the NSX’s appearance has aged gracefully – it’s often praised for being clean and proportionate, looking right at home alongside modern supercars. Park an NSX next to a contemporaneous Ferrari 348 and many would argue the NSX looks the more advanced of the two. The interior of the NSX was also notable: it wasn’t spartan like many sports cars of the time, but had a driver-centric layout with excellent ergonomics, comfortable leather seats, and good outward visibility – essentially, a sports car cabin you could live with, which was rare then.

A 1991 Honda NSX (NA1) – the first generation’s clean, timeless lines are on full display. Its low nose, pop-up headlights, and large side intakes were functional and iconic in equal measure.​​

Styling of the Second-Gen NSX: Reviving an icon is never easy, and the new NSX’s design had to both nod to the original and embrace modern aesthetics. The result is a more aggressive and complex design language. The NC1 NSX features sharp angles, large mesh grilles, and a myriad of functional vents. The front end has low LED headlights that pay homage (in layout) to the pop-up shape, flanking a pronounced Acura beak grille on early models (later darkened). Big air intakes dominate the front fascia, channeling air to brake coolers and radiators. In side profile, the new NSX has a cab-forward stance similar to the old one, but with prominent floating C-pillar buttresses that arch over the engine bay – a design element that simultaneously recalls the original’s flying buttresses and serves as an intake pathway to the mid-mounted engine. The rear of the car is wide and dramatic, with thin LED taillights echoing the full-width motif of the original, a fixed integrated spoiler, and large diffuser strakes exiting the underbody. Overall, the second-gen’s aesthetic is far busier and more technical than the ’90s NSX – unsurprising given modern aero and cooling needs (three radiators, intercoolers, and electric motors all need airflow). Some critics felt the new NSX wasn’t as immediately pretty or exotic as, say, a Ferrari 488 or Audi R8, in part because Acura went for a somewhat understated approach (especially in darker colors, the many contours blend in). However, it’s undeniably sleek and modern, and in person the details – such as exposed carbon fiber options and the intricate wheels – stand out. With the 2019 refresh and the limited 2022 Type S, a few cosmetic tweaks were made: new vibrant colors (like Thermal Orange and Indy Yellow) were offered​, and the Type S got a more aggressive front splitter, rear diffuser, and wider track that give it a meaner stance. Inside, the second-gen NSX again channels the spirit of the original by being surprisingly comfortable and usable. It has leather and Alcantara sport seats, dual-zone climate control, and a relatively simple dashboard (though some pointed out the infotainment is taken from lesser Acura models). Visibility is still excellent for a mid-engine car, a clear legacy of the NSX ethos. In summary, the new NSX’s design is function-driven and contemporary – it may not have the effortless beauty of the first NSX (which was revolutionary in its minimalism), but it does turn heads. And like the original, it avoids any retro gimmicks; it’s very much a product of its time. Only time will tell if it ages as gracefully, but early signs are positive – the NSX still looks fresh among its peers years later, especially in bold colors or when dressed in the NSX Type S trim.

The 2016+ Acura NSX (NC1) – second generation. Here shown at an auto show, its sharp, aerodynamic design contrasts the simplicity of the original. The large vents and Acura badging reflect its modern, high-tech focus.​​

Market Impact and Reception

Impact and Reception of First-Gen: The first-generation NSX made an indelible mark on the automotive world. Upon its release, it was met with rave reviews from critics and enthusiasts – Road & Track called it “the best sports car ever produced by Japan, and perhaps the world” (reflecting the sentiment of the time). Magazines lauded its combination of performance and refinement; it was as quick as a Ferrari 348 but could be serviced at a Honda dealer and driven daily without issues. Racing legend Ayrton Senna’s involvement became part of NSX lore, enhancing its credibility. The NSX’s influence on competitors was significant: it’s often cited that Ferrari’s engineers bought an NSX to study, and the lessons learned were evident in the improved build quality and handling of the mid-90s Ferraris​. Likewise, the NSX showed that supercars didn’t need to be impractical or unreliable, a philosophy that gradually permeated the industry. However, in terms of sales, the NSX started strong but slowed over time. Worldwide, over 18,000 NSXs were sold in 15 years​, with about half of those in North America (8,949 units in the U.S. and Canada combined​). Early demand in 1991–1992 was high (with waiting lists and markups), but as the 1990s progressed, the NSX’s relatively static horsepower (290 hp at most) was eclipsed by ever-faster competitors. By the early 2000s, cars like the Ferrari 360 Modena (400 hp) and Chevrolet Corvette Z06 (405 hp) made the NSX’s performance seem modest, and its price had crept upward, making it a harder sell. Honda, facing a strong yen and expensive production (each NSX was hand-assembled by a small team), did not significantly update the car’s power, which further hurt sales. Nonetheless, the NSX maintained a halo effect for Honda/Acura – it firmly established them as a maker of world-class performance cars. Enthusiast communities (such as NSX Club of America and NSX Prime forums) grew around the car, and it remained a darling of comparison tests for its handling purity. When production ended in 2005, it was a bittersweet farewell: the NSX had never been a big moneymaker, but its legacy was secure. In essence, the first NSX was critically acclaimed, modest in market share, but immensely influential. Its cult status grew in subsequent years, often being referenced as the benchmark for a driver’s car (even Gordon Murray’s high praise in retrospect underscored its legendary status).

Impact and Reception of Second-Gen: The second-generation NSX had the daunting task of living up to its predecessor’s legend. Anticipation was high during its long development (the concept was first shown in 2012, creating a buzz). When it finally launched in 2016, initial critical reception was generally positive, but mixed in some areas. On the plus side, reviewers praised its performance – many noted the NSX was faster around a track than its specs suggest, and remarkably easy to drive at the limit. The acceleration and grip earned it respect: Car and Driver clocked it faster to 60 mph than a McLaren 570S or Audi R8 in some tests. The build quality and comfort were also lauded; Acura had delivered a car true to the NSX ethos of daily drivability. However, the elephant in the room was the “soul” question. A lot of discussions compared the new NSX to the old one, often saying the new car lacked the visceral engagement of the original​. The absence of a manual transmission and the synthesized engine note (a twin-turbo V6 will never sound like a high-revving NA V6) were points of contention for purists. As The Drive noted, talk centered around the NSX’s “supposed lack of soul compared to the early-1990’s original… the three-motor hybrid a poor substitute for the emotional heft of a five-speed manual”. Some also felt the styling was a bit too subdued for a halo car. Consequently, while critics respected the NSX, enthusiasm in the market was lukewarm. Sales reflected this: Acura struggled to meet even its modest targets. Over the six-year run (2016–2022), only 2,908 units were built in total – to put that in perspective, that’s roughly one NSX sold for every six first-gen NSXs. In the U.S., Acura often had to offer discounts or support to move the cars; many sat on dealer lots. Part of this was pricing – at ~$160k+, the NSX was competing with brands that carried more exotic cachet (why would a buyer choose an Acura over a similarly priced Porsche or McLaren?). Another factor was the rapid pace of competition: by 2016–2017, other manufacturers also employed tricks like all-wheel drive (Audi) or even hybrid (BMW i8, though not as fast) or just sheer horsepower (McLaren’s entry models, etc.). The NSX risked being seen as neither the fastest nor the most emotive option. Critically, though, the NSX’s reputation did improve over time. Those who actually owned and drove it came to appreciate its dual nature. By the 2019 refresh, outlets were encouraging people to “drop the nostalgia and love it for what it is – a stunningly capable showcase of mid-engined hybrid power”, calling the NSX phenomenal on its own merits. In motorsports, the NSX GT3 race car (built on the same platform without hybrid) found success in endurance racing, adding credence to the NSX’s performance creds. In summary, the second-gen NSX was technically brilliant but commercially underwhelming. It reinforced Honda’s image as a technology leader and gave the Acura brand a much-needed halo product, but it didn’t reignite a 1990s-style frenzy. It remains a niche connoisseur’s car – appreciated by those who look past the badge and enjoy innovation, yet often overlooked in favor of flashier rivals.

Collectability and Value

First-Gen NSX Collectability: Over the years, the original NSX has become a highly collectible classic. What was once a depreciated ’90s used car (in the late 2000s, you could snag an NSX in the $30k–40k range) is now actively appreciating. Enthusiasts and collectors have come to recognize the NSX’s significance and rarity. Only ~18,000 were made worldwide​, and its long production run with incremental changes means certain variants are especially coveted. Top of the list are the limited-production models: the NSX Type R (NA1, 1992) – a lightweight, hardcore JDM version of which 483 were made – and the NSX-R (NA2, 2002), even rarer (140 units). These were Japan-only and command huge premiums; in fact, the auction record for an NSX was set by a 1995 NSX Type R selling for $632,000 in August 2023​. Other sought-after editions include the NSX Type S and S-Zero (lighter, tuned versions sold in Japan), and in the U.S., the Alex Zanardi Edition NSX (1999) – only 51 made – which was a homage to the CART champion, with weight reductions and special trim. Even standard NSXs are valuable today: well-kept early models or final-year 2005 models routinely fetch high five or six figures. According to market data, the average sale price for a Honda/Acura NSX is around $120,000 nowadays​, though exact value depends on year and spec. This is a testament to the NSX’s classic status – it has firmly joined the ranks of collectible 90s supercars alongside the likes of the Toyota Supra MkIV and air-cooled Porsche 911s. Collectors value the NSX for its pioneering use of aluminum, its Senna connection, and the nostalgia of 90s Japanese performance. Additionally, as many supercars of that era succumbed to wear or modification, a clean, low-mile NSX is relatively rare. Maintenance of the NSX is easier than Italian exotics (parts availability through Honda, and a strong owner community), which also bolsters its appeal as an “usable classic.” We have started to see NSXs cross major auction blocks with increasing prices each year. Barring some market fluctuation, the consensus is that first-gen NSX values will continue to rise, especially for the rare variants. It’s a “blue-chip” Japanese classic – much like the Toyota 2000GT of the 60s or the Skyline GT-R of the 90s – with historical importance and limited numbers on its side.

Second-Gen NSX Collectability: It’s unusual to talk about a 5- to 9-year-old car as “collectible,” but the second-gen NSX is already a case study in low-volume exclusivity. Honda capped global production under 3,000 units, making it much rarer than the original. Early on, depreciation hit the NSX (NC1) like most new cars – some used examples lost 20–30% of their value within a couple of years, as a soft market and hefty MSRP worked against it. For instance, by 2019–2020, one could find 2017 NSXs in the ~$120k range on the secondary market (versus ~$160k new). However, as production winds down, values have stabilized. The 2022 NSX Type S is poised to be the true collector’s item of this generation: only 350 built worldwide (with 300 for the U.S., 30 for Japan, 15 for Canada)​, all of which sold out almost immediately. The Type S, with its increased power (602 hp) and numbered production, has all the ingredients of a future auction star – essentially the swan song of the model. We can expect well-heeled collectors to stash some of these; in fact, initial transactions of used Type S models have already been reported at prices above the original sticker. As for the “regular” second-gen NSX, its long-term collectability will likely depend on how the automotive landscape evolves. Being a hybrid, it’s at the forefront of a technology shift, which could make it historically significant (the first hybrid Japanese supercar). Also, since Acura doesn’t churn out sports cars often, the NC1 might be a one-time specialty, adding to exclusivity. That said, some factors could temper its value: the Acura badge doesn’t (yet) carry the cachet of a Ferrari or Lamborghini in collector circles, and the car’s high-tech nature might raise concerns about maintenance or repairs in the far future (will those electric components be serviceable decades from now?). But as electrification becomes the norm, the NSX could be seen as ahead of its time. In current market terms, used NSXs have started to tick back up as new ones are no longer available to order. A final-year 2021 or 2022 NSX with low miles might sell close to original MSRP or even slightly above, especially in rare colors or with desired options. It’s reasonable to expect that in 10-20 years, the second-gen NSX will be fondly remembered as an underappreciated gem, potentially making it a sought-after modern classic. Owners who hold onto theirs may find that it ages well both mechanically and in the eyes of collectors. For now, the NC1 NSX occupies a unique niche – not old enough to be a classic, but too scarce to be common – making it a cool choice for collectors who want something off the beaten path. If the first NSX taught us anything, it’s that legacy and rarity breed desirability: the second NSX certainly has those qualities, and its collectability will likely grow as the years pass and as people recognize how special it was in the context of its era.

Conclusion

The Honda NSX story is one of innovation and iconoclasm, told in two chapters a quarter-century apart. The first-generation NSX proved that a supercar could be as well-rounded as a Honda Civic – it changed the rules of the game and earned its place in automotive history as a livable legend. The second-generation NSX took that formula into the modern age, blending petrol and electric power to redefine performance for the future, albeit at the cost of some analog charm. Comparing the two generations side by side highlights how far technology has come: the new NSX would run circles around the old on any track and in any straight line. Yet, numbers alone don’t tell the full tale – the original remains beloved for the purity of its connection between car and driver, something that resonates emotionally with enthusiasts. In contrast, the new NSX is admired for its technical mastery and all-around capability, earning respect as a “thinking man’s supercar.” Both generations received critical acclaim, both faced commercial challenges, and both are now coveted by collectors. In their differences lies a common thread: an NSX is never ordinary. Honda dared to be different, to apply its engineering philosophy against the world’s best, and in doing so created two cars that each, in their own way, became benchmarks – one for the analog era, and one for the digital. As the NSX legacy now stands, it’s a testament to Honda’s commitment to “Precision Crafted Performance” – a tagline that, whether in 1990 or 2020, the NSX has truly embodied.

Lee Hamrick