Honda NSX: The Supercar That Changed Everything
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There are supercars that impress on paper, and then there are supercars that change the conversation entirely. The Honda NSX did both. When it arrived in 1990, it made Ferrari engineers question whether they were doing their jobs properly. That is not hyperbole. That is history.
The NSX proved that a mid-engined, high-revving exotic could be reliable, refined, and genuinely usable every day. It was a revelation wrapped in aluminium, and its influence still echoes through every sports car made since.
Origins and History
Honda began developing the NSX in the mid-1980s, driven by a bold ambition: to build a world-class supercar entirely in-house. The project team visited Ferrari's Maranello factory, drove the 308 and 328 extensively, and came back with a clear brief. Build something better. Build something that does not break down.
Ayrton Senna played a pivotal role in the car's development. Honda's relationship with the great Brazilian through Formula One meant he spent time at the Suzuka circuit putting early prototypes through their paces. His feedback directly shaped the NSX's steering geometry and suspension setup. When a three-time world champion tells you the handling is wrong, you listen.
The original NSX ran in production from 1990 to 2005, with incremental updates along the way. A fixed-roof Targa variant arrived in 1995, and the 3.2-litre engine replaced the original 3.0-litre unit in 1997, bringing a six-speed manual gearbox to the range. A second-generation NSX arrived in 2016 as a hybrid, but it is the original that enthusiasts revere most.
The Design
Honda's chief designer Masahito Nakamura created a shape that managed to be aerodynamically purposeful without looking overwrought. The low, wide stance, the pop-up headlights, the subtle air intakes behind the doors and that clean, uncluttered tail all added up to something genuinely beautiful.
Beneath the skin, the story was equally impressive. Honda used an all-aluminium monocoque chassis, the first mass-production car to do so. The body panels are aluminium too. The result was a kerb weight of around 1,370 kg, which is extraordinarily light for a car of this performance level even by modern standards.
The cabin was ahead of its time. Visibility was exceptional, the driving position perfectly judged, and the controls fell naturally to hand. Ferrari's interiors of the same era looked agricultural by comparison. Honda made comfort and usability a priority without diluting the sporting character one bit.
Performance and Driving
The original 3.0-litre VTEC V6 produced 270 bhp in European specification, rising to 280 bhp in the later 3.2-litre cars. Those numbers look modest by today's inflated standards, but they tell only part of the story. The engine revs freely and eagerly to 8,000 rpm, and the sound it makes in the upper reaches of the rev range is absolutely spine-tingling.
The NSX covers 0-62 mph in around 5.7 seconds and tops out at 168 mph. What the figures cannot capture is the quality of the experience. The steering is alive and communicative, the chassis balanced with a precision that invites trust, and the whole car feels like it was engineered by people who actually drove. Because it was.
VTEC, Honda's variable valve timing system, transforms the character of the engine as the revs build. Below 5,800 rpm it is smooth and tractable. Above that point, a second set of cam lobes engages and the car surges forward with renewed urgency. It is one of the great mechanical sensations in any road car.
Cultural Impact
The NSX arrived at a moment when Japanese cars were only just starting to be taken seriously in the supercar conversation. It changed that conversation permanently. It won Motor Trend Car of the Year in 1991 and appeared on bedroom walls alongside the Ferrari Testarossa and Lamborghini Countach, which was simply unthinkable for a Honda.
Gaming culture cemented the NSX's legend for an entire generation. It appeared in Gran Turismo from the very first instalment, and in the Fast and Furious franchise Paul Walker's character drove one in the original film. That single scene introduced the car to millions of people who had never heard of VTEC.
In Japan it carried enormous cultural weight as proof that Honda could compete at the very top level. The car sold steadily throughout its production run and developed a passionate global following that shows absolutely no signs of fading.
Buying a Honda NSX Today
Values have risen sharply over the past decade as the collector market has finally caught up with what enthusiasts always knew. Clean, low-mileage examples in desirable colours now change hands for between £60,000 and £100,000 in the UK, with exceptional cars pushing beyond that. Prices for well-kept examples have roughly doubled since 2018.
When buying, prioritise service history above all else. The engine is robust but must have had its cam belt changed at the correct intervals. Check the aluminium bodywork carefully for any signs of previous accident damage, as repairs are specialist work. The chassis is generally very robust, but suspension bushes and shock absorbers wear with age and should be budgeted for.
Colour matters enormously to values. Formula Red is the most sought-after shade. Berlina Black and Grand Prix White are close behind. The manual gearbox cars command a premium over the automatic variants, and the 3.2-litre cars with the revised six-speed transmission are the pick of the range for many buyers.
Shop Honda NSX Art at KK Automotive Art
KK Automotive Art does not yet have a Honda NSX design in our collection. We are working on bringing this iconic car to our range, so watch this space. In the meantime, explore our classic car phone cases, classic car mugs and limited edition prints.
Explore more Japanese classics in our classic cars blog.