While the basic layout of Honda’s 21st century NSX borrows from its predecessor, the technical philosophy could hardly be more different. A mid-mounted V6 powers the back axle of both, there are two seats and there is the promise of Honda-grade build quality. But where the original NSX was hard-baked in the 20th century playbook, the latest petrol-electric model is a very much a 21st century compromise. Both are impressive feats of engineering, but only one still feels unique in 2020.
The original NSX is over 500kg lighter than its namesake. Naturally, Ayrton Senna's loafer-footed input into the chassis is now the stuff of legend, the engineers indulging the Brazilian with a stiffer setup after his first dance. Rumour has it that the structure of the car to launch in 1990 was 50 per cent more rigid than the pre-Senna car, too, which along with a weight distribution was 41:59 and a 3.0-litre V6 producing 274hp, got a lot of people justifiably excited.
The Honda’s relatively light kerbweight meant its naturally aspirated engine provided a power to weight ratio of 211hp/tonne, ranking it amongst proper exotica like Ferrari’s 348 and Porsche’s 964 911 Turbo. It earned genuine supercar status with a £55k list price – equivalent to about £126k today – but the car’s obvious poise proved to be its defining feature. As Senna demonstrated, a five-speed manual NSX could be taken by the scruff of the neck and driven on the limit, lap after lap. That wasn’t exactly something Ferrari Berlinettas to pre-date the 355 were known for…
That being said, some did think the NSX had room for improvement. The car was given a number of standard (and weight-adding) creature comforts for the US market, and some NSX fans in Japan believed the suspension should have been racier still. Honda duly responded, producing a 1992 Type R model that turned all of those aforementioned performance credentials up a few notches. It was JDM-only, meaning the varying demands of other markets could be ignored, leaving engineers to focus on what local buyers wanted.
The resulting NSX-R was given 280hp at 7,300rpm and, at 1,230kg thanks to the shedding of a few non-essentials, it was made lighter. By modern standards, a 5.1-second 0-62mph time is barely out of hot hatch territory, but what matters most is the model’s cohesion. It was so clearly developed for Japan’s smoothly surfaced roads, with poise at the forefront of what the Type R offers. As Dan found out last year, that equates to tremendous levels of driver reward, even if the car itself isn’t particularly rapid (largely thanks to leggy ratios).
The NSX-R’s JDM-only status means fans in Britain have always had to resort to costly prospect of importing one. Honda only built 483 in total and today’s Spotted, a 31,000-mile-old import, is claimed by the seller to be one of just four in the UK. So it’s rare. Chassis number 432 was produced in 1994 and shipped to Britain in 2017, since when it has been regularly serviced by the present seller, which suggests it’s been cherished. It certainly looks to be in excellent condition, with the characteristic white paint, seven-spoke wheels and a brace of red Recaro buckets all seemingly correct and well. Sure, at £155k it’s pricier than a new NSX, but Hondas don’t get much purer or special than this.
SPECIFICATION - HONDA NSX-R
Engine: 2,977cc, V6, petrol
Transmission: 5-speed manual, rear-wheel drive
Power (hp): 280@7,300rpm
Torque (lb ft): 217@5,400rpm
MPG: N/A
CO2: N/A
First registered: 1994
Price new: £55,000 (1992) est.
Price now: from £155,000
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