Why the NSX is the best car Honda ever made.

Why the NSX Is the Best Car Honda Ever Made

The Honda NSX is a car built on a simple but radical idea: a supercar that a human being could actually use. Not just on track days or dry Sunday mornings, but every day, in traffic, in the rain, without drama. That philosophy produced two generations of mid-engine masterpiece — and it's the clearest argument for why the NSX sits above everything else in Honda's catalogue.

The Engine That Started a Conversation

The original NSX launched in 1990 with a 3.0-litre V6 producing 270 horsepower. Those numbers look modest against today's benchmarks, but context matters: Ferrari's 348, its closest rival at the time, was notoriously temperamental and produced similar output from a larger, heavier engine. The NSX was smoother, more reliable, and — crucially — faster around a circuit in the hands of a competent driver.

Power was only part of the story. Honda engineered the NSX with an all-aluminium monocoque chassis, a first for a production car at that price point. The body weighed just 210 kg, and the complete kerb weight came in at around 1,370 kg. That weight figure, combined with a near-perfect 42/58 front-to-rear distribution, is what made the original NSX feel alive in a way that heavier, more powerful competitors simply couldn't match.

VTEC, Torque Vectoring, and the Technology Underneath

The original NSX was among the first production cars to deploy Honda's VTEC variable valve timing system. By switching cam profiles at higher rpm, VTEC allowed the engine to behave like two different units — efficient and docile at low revs, aggressive and responsive when pushed. The technology improved both horsepower and fuel economy in the same package, which was genuinely unusual in 1990.

The second-generation NSX, which went on sale in 2017, pushed that engineering ambition considerably further. A 3.5-litre twin-turbocharged V6 is paired with three electric motors — one on the rear axle and one on each front wheel — producing a combined 573 horsepower. That front-motor arrangement isn't just about adding output; it enables Honda's Sport Hybrid Super Handling All-Wheel Drive (SH-AWD) system to vector torque between the front wheels independently, sharpening turn-in and correcting understeer before the driver registers it. A nine-speed dual-clutch transmission handles gear changes and helps the car reach 60 mph from rest in 3.1 seconds.

The hydraulic suspension system on the second-generation car deserves mention too. Unlike electronically controlled setups that respond reactively, the NSX's hydraulic system uses interconnected front and rear circuits to resist body roll proactively, without sacrificing ride compliance.

Why the Mid-Engine Layout Changes Everything

Placing the engine behind the driver and ahead of the rear axle does something no amount of electronic intervention can fully replicate: it centres the car's mass between the wheels. Both NSX generations use this layout, and both benefit from the predictable, neutral handling it produces.

In the original car, Ayrton Senna — then a Honda Formula One driver — tested development prototypes at Suzuka and reportedly provided feedback that influenced the final suspension tuning. Whether every detail of that story holds up under scrutiny, Honda's relationship with its F1 programme during that era was genuine, and the engineering DNA of the car reflects it.

The second-generation NSX carries that balance forward in a heavier, more complex package. At 1,725 kg, it is nearly 355 kg heavier than its predecessor, but the torque-vectoring hardware compensates with a precision that feels engineered rather than electronic. Drivers who have spent time with both generations often describe the newer car as more capable but the original as more communicative. Both are correct.

A Supercar You Can Live With

What separates the NSX from the rest of Honda's lineup — and from many of its supercar rivals — is usability. The original could be serviced at any Honda dealership, started reliably in cold weather, and driven to work on a Tuesday. Its cabin, while not luxurious by European standards, was well-built and ergonomically sensible.

The second-generation car extended that practicality into a hybrid powertrain that, at low speeds, can run on electric power alone. It also brought modern infotainment, improved visibility, and air conditioning that actually works. A base price of around USD $157,500 when new placed it below the Ferrari 488 and Lamborghini Huracán while delivering comparable performance.

Key Takeaways

• The original 1990 NSX used an all-aluminium monocoque body weighing 210 kg and a kerb weight of approximately 1,370 kg, making it lighter than most rivals despite comparable power.
• Honda's VTEC variable valve timing, featured in the original NSX, was one of the first applications of the technology in a production car and improved both performance and efficiency simultaneously.
• The second-generation NSX produces 573 horsepower from a twin-turbocharged V6 and three electric motors, with a 0–60 mph time of 3.1 seconds.
• The Sport Hybrid SH-AWD torque-vectoring system on the 2017+ NSX vectors drive independently to each front wheel, providing handling precision that goes beyond what a conventional AWD system offers.
• Across both generations, the NSX's mid-engine layout, low weight philosophy, and everyday usability make the case that it represents Honda's engineering ambitions more completely than any other car the company has produced.