Why this vehicle matters
The NSX was Honda's declaration that Japanese engineering had caught up to — and surpassed — the European supercar establishment. Ayrton Senna helped develop the chassis at Suzuka. Honda engineers built the first all-aluminum monocoque for a production car. The 3.0L VTEC V6 made modest power but revved to 8,000 RPM with mechanical precision that made Italian engines seem agricultural. And unlike a Ferrari, you could drive the NSX to work every day, park it outside, and never worry about it not starting. The NSX didn't just compete with the Ferrari 348 — it embarrassed it. Ferrari responded with the F355, arguably designed specifically to answer Honda's challenge.
Patina notes
The NSX ages gracefully in any color. Red is the icon, but Formula Red has a tendency to fade. Black shows every swirl mark. Berlina Black over tan interior is the sleeper elegant choice. The pop-up headlights (NA1 only) are the defining visual element — the fixed lights on later cars look anonymous. Interior wear is predictable: Alcantara on steering wheel and shift knob wears first. The aluminum body doesn't rust but can corrode around battery area and behind front wheels if not maintained. Low-mile garage queens command huge premiums, but high-mile drivers (50-80K) are often better sorted.
Ownership reality
The NSX is the everyday supercar realized. Oil changes at Jiffy Lube? Fine. Track day on Saturday, commute on Monday? No problem. The timing belt interval (90K miles or 6 years) is the main service expense. The VTEC solenoid can fail but it's a known issue with cheap fixes. Suspension bushings wear and the car gets loose — refresh them and it's transformative. The 6-speed NA2 cars (1997+) are substantially faster and more refined but lose the pop-up headlights. The NSX-R is unobtanium ($400K+) but a well-sorted base car is 90% of the experience.
The verdict
Buy if
You want a supercar you can actually use. You appreciate engineering excellence over brute force. You understand that Honda reliability in a mid-engine format is the real flex.
Skip if
You need to impress valets (many won't recognize it). You want brutal acceleration — a Viper will destroy it in a straight line. You can't resist the NSX-R and have a base-car budget.
What to look for
- → Timing belt service history (critical)
- → Snap ring recall compliance (2nd gear)
- → Rear wheel bearing wear
- → VTEC solenoid condition
- → Battery area corrosion (check thoroughly)
- → Clutch engagement point (5MT)
- → Targa top seal condition (if applicable)
Common problems
- ⚠ Snap ring failure (2nd gear) on early 5-speeds
- ⚠ VTEC solenoid O-ring leaks
- ⚠ Rear wheel bearing wear
- ⚠ Suspension bushing deterioration
- ⚠ Clutch slave cylinder failure
- ⚠ A/C compressor seal leaks
Parts & community
Parts sources
- Acura dealers (still support the platform)
- Science of Speed
- Dali Racing
- NSX Prime Parts Marketplace
Forums & communities
- NSX Prime
- NSXClub.com
- NSX Reddit
Sources
- Bring a Trailer · 2026-02-04
- Hagerty Valuation Tools · 2026-02-04
Specifications
| Engine | 3.0L V6 (NA1) / 3.2L V6 (NA2) |
| Power | 270 hp (NA1) / 290 hp (NA2) |
| Torque | 210 lb-ft (NA1) / 224 lb-ft (NA2) |
| Transmission | 5-speed manual / 4-speed auto (NA1), 6-speed manual (NA2) |
| Drivetrain | MWD (Mid-engine, Rear-wheel drive) |
| Weight | 3,010 lbs |
| Wheelbase | 99.6 inches |
| Production | 18,685 (worldwide, all years) |
Notable Features
- • First all-aluminum monocoque production car
- • Ayrton Senna development input
- • VTEC variable valve timing
- • Pop-up headlights (NA1 only)
About Acura
Honda's luxury division. Proof that Japanese manufacturers could build world-class sports cars and make them reliable too.
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