Living legends
The hills are alive to the sound of supercars as the reborn Honda NSX takes on Porsche’s 911 Turbo. Which performance icon will come out on top?
IT’S 25 years since Honda stunned the supercar establishment with its bold NSX. Designed to take on Ferrari and Porsche, the sleek mid-engined machine mixed scorching pace and sublime handling with unrivalled comfort and usability.
Yet despite setting new class standards, the Honda failed to tempt buyers from established European brands, and the last models rolled out of the factory in 2005.
Fast forward a decade and the NSX is back for a second crack at the supercar crown. Using a hi-tech hybrid powerplant and built from lightweight materials, the all-new second-generation car is every bit as cutting edge as its predecessor.
However, the competition hasn’t stood still, and one of the class’s most advanced and exciting cars is the Porsche 911 Turbo. A recent facelift has added more power to an exotic spec that includes four-wheel drive, four-wheel steering, twin turbos and active aerodynamics. Plus, all this highperformance paraphernalia is wrapped in a standard 911 package, which means decent practicality and everyday usability.
So which advanced supercar can land the knock-out blow in this heavyweight bout?
MODEL TESTED: Honda NSX PRICE: £143,950 ENGINE: 3.5-litre V6/electric hybrid, 573bhp
LIKE its legendary predecessor, the latest Honda NSX has been designed as a high-performance showcase for the brand’s cutting-edge technology. Not only does it boast a hi-tech hybrid powertrain and aerodynamically sculpted bodywork, the midengined two-seater is underpinned by a complex aluminium structure, just like the original. There’s only one model available, weighing in at £143,950.
Styling 4.6/5
THE NSX ’s bold styling has the ability to stop traffic at 40 paces. With its aggressive nose treatment, wide stance and low-slung profile, the Honda looks every inch a supercar contender. Glance down the sides of the car and you’ll see daring angles and sharp lines, while large air vents sit ahead of the rear wheelarches. Move around to the back and you’ll spot the full-width LED tail-lamps and large diffuser that houses a centre-exit quad exhaust.
Yet these concept car looks are as functional as they are futuristic. The various vents, vanes and creases help manage airflow over the NSX ’s panels, reducing lift and boosting downforce. Honda claims the aerodynamic tuning is so efficient that, unlike the 911, the new car doesn’t need to resort to movable spoilers and flaps.
The cabin is dominated by a large transmission tunnel that flows between the seats and into the centre console. Here you’ll find a metal-finish rotary controller for the driving modes and a large touchscreen infotainment system.
A low-slung driving position places you firmly at the centre of the action, while the dials are placed on a large TFT screen that adds to the car’s futuristic style. Other racy touches include the flat-bottomed steering wheel with large metal-effect paddles.
Overall build quality is good and the NSX ’s cabin feels solidly screwed together, yet some of the materials look and feel a little low rent. For instance, the metallic-effect plastic would look cheap in a Civic, let alone a £144,000 supercar. We’d also expect sat-nav to be standard, and not a £1,700 option. In all other respects, the Honda is well equipped, with LED lights, climate control, Apple Carplay and DAB radio.
Driving 4.5/5
IN keeping with the NSX ’s hi-tech roots, Honda has gone bold with the newcomer’s technical specification. Sitting behind the driver is a twinturbocharged 3.5-litre V6 that’s paired with a ninespeed automatic gearbox driving the rear wheels.
However, sitting between these two units is a 47bhp electric motor that acts as a starter and provides extra power. That’s not all, as each front wheel gets its own 36bhp electric motor, giving the car four-wheel-drive traction. The combined output for this petrol/electric set-up is a dizzying 573bhp, which is 40bhp more than the Porsche.
This hybrid powertrain has been built with performance in mind, and at the track, the Honda rocketed from 0-60mph in 3.3 seconds, although this was half-a-second slower than the 911. The NSX turned the tables during our in-gear tests, though, where the combination of instant electric torque and shorter gear ratios meant it set a blistering pace.
Yet what’s really impressive about its performance is how natural it feels, with the trio of electric motors integrating seamlessly with the internal combustion unit. Adding to the sensation of speed is the nine-speed gearbox, serving up seamless shifts via the steering wheel paddles. The V6 engine emits a sporty snarl as it spins to its, 7,500rpm rev limit, plus there’s some whoosh and chatter from the turbochargers.
The NSX tips the scales at a hefty 1,776kg, yet feels remarkably agile through a series of corners. This nimbleness can be partly explained by the electric front motors, which provide a torque vectoring function, reducing understeer and boosting traction. The newcomer also benefits from quick and well weighted steering, so you can place the car accurately through bends. There’s bags of grip, too, while the mid-engined layout delivers near-perfect balance.
Twist the rotary dial on the console and you can pick from Sport, Sport+ and Track modes. Each adds differing weight to the steering, sharpness to the throttle response and stiffness to the two-stage adaptive dampers.
Our car was also fitted with carbon ceramic brakes, which are a wallet-melting £8,400. However, not only does this set-up deliver eye-popping stopping power, it works seamlessly with the regenerative system – although the pedal travel is long, which can be disconcerting when stopping from high speed.
Engage the Quiet setting, and the engine noise is significantly reduced, while the car will run for short periods in near-silent electric mode. The dampers also soften to deliver a less hard-edged ride than the 911, while the nine-speed box smoothly slurs ratios.
Ownership 3.6/5
HONDA’S 20th place finish in our Driver Power 2016 satisfaction survey would be disappointing for a mainstream manufacturer, let alone a brand selling a £140,000 supercar. However, NSX customers can at least expect good service, with the firm’s dealers placing a strong eighth in the same poll.
The NSX hasn’t been tested by Euro NCAP, but with six airbags, stability control and a powerful braking system it should prove safe. That said, features such as autonomous emergency braking, lane departure warning and adaptive cruise control aren’t available.
Running costs 2.5/5
AT £143,950, the NSX is nearly £20,000 more expensive than the Porsche, yet comes with less standard kit. And while most hybrids promise greater efficiency than traditionally powered models, the Honda is less efficient than the 911.
CO2 emissions of 228g/km combine with the Honda’s higher list price to deliver steeper Benefit in Kind bills for business users, while we recorded 22.5mpg at the pumps – 7.4mpg less than the Turbo.
On the road
ELECTRIC motors work seamlessly to deliver breathtaking performance, while steering offers great responses
Technology
DIALS sit in hi-tech TFT screen, and show drive mode; shapes in bodywork mean there’s no need for spoilers
Interior
DRIVING position is set low, putting you at heart of action, next to large transmission tunnel. But some of the plastics feel cheap
Engine
HONDA’S 3.5-litre V6 sits under glass cover, and is linked to electric motors; there’s one mounted on each front axle
Practicality 2.0/5
SUPERCARS are never the most practical choices, but even by class standards, the Honda is poor here. While driver and passenger get plenty of space, with decent head and legroom, storage is limited to a glovebox and a lidded cubby behind the seats. There are no door bins or cup-holders, although a trinket tray between the front seats will hold most smartphones.
Carrying capacity is also at a premium, with the car’s mid-engined layout limiting boot space to a cramped 110-litre compartment behind the engine. Worse still, not only is the load bay small, it’s awkwardly shaped and doesn’t have a flat floor.
Visibility is surprisingly good, though, while the reversing camera takes the sting out of parking.