The everyday supercar that rewrote the rulebook in 1990.
Launched in 1990 after a development programme led by Honda chief engineer Shigeru Uehara and famously sharpened by Ayrton Senna at Suzuka and the Nürburgring, the NSX (sold as the Acura NSX in North America) was the first production car with an all-aluminium monocoque chassis and body. Power came from a mid-mounted, transversely-installed 3.0-litre VTEC V6 producing 270 hp, mated to either a five-speed manual or a four-speed automatic. The targa-roofed NSX-T joined the range in 1995, and a comprehensive update in 2002 brought fixed headlamps, larger 17/18-inch wheels and a 3.2-litre engine on manual cars.
The NSX was designed to deliver supercar performance with the reliability, ergonomics and daily usability of a Honda. It achieved that, and in doing so set a new benchmark that contemporary rivals from Ferrari and Lamborghini were measured against for the rest of the decade. Production ended in 2005 after roughly 18,000 cars across fifteen model years.
The original NSX is now widely regarded as one of the most historically significant supercars of the modern era: the first to combine usable everyday character with genuine mid-engine dynamics, and the catalyst for a generational rethink of how supercars should drive. As the last hand-built car from Honda's Tochigi facility and the only mainstream supercar designed around an aluminium monocoque in its decade, it occupies a position no rival can replicate.
| Variant | Years | Production | Notes |
|---|---|---|---|
| Coupe (NA1, 3.0 manual) | 1990–1997 | — | Original five-speed manual; the purist's choice and the long-term collector default. |
| Coupe (NA1, 3.0 auto) | 1990–2001 | — | F-Matic four-speed automatic; 252 hp, trades at a discount to the manual. |
| NSX-T (targa) | 1995–2005 | — | Removable targa roof panel; from 1995 the dominant body style for the US market. |
| Type S / Zero (JDM) | 1997–2005 | — | Japan-market lightweight versions; Type S Zero deletes air conditioning, audio and traction control. |
| NA2 (3.2 six-speed) | 1997–2005 | — | Six-speed manual with a 3.2-litre engine; 290 hp; revised brakes and wheels. |
| Facelift (fixed headlamps) | 2002–2005 | — | Final update; xenon fixed headlamps, 17/18-inch wheels, revised suspension tune. |
An NSX is bought on documentation. Look for continuous service history with Honda or Acura dealers or recognised independents (SOS, ScienceofSpeed, Driving Ambition, Tegiwa-affiliated workshops), original books, both keys, the toolkit and the service booklet stamped at the correct intervals. Cars retaining their factory paint, original wheels and unmodified interior trim trade at a clear premium and are markedly easier to resell.
The C30A and C32B engines use a timing belt with a recommended replacement interval of seven years or roughly 90,000 miles. The job is labour-intensive — the engine is typically lowered on its subframe — and properly executed it should also include the water pump, tensioner and accessory belts. Verify the date and mileage of the last belt service from invoices; if it is overdue, budget $2,500–$4,500 and price the car accordingly.
The NSX's aluminium body resists corrosion well but is expensive to repair correctly. Inspect panel gaps, door alignment and shut lines for evidence of past accident damage, and check the front clip and sills for poorly executed repairs. Stone chips and lacquer thinning are common on the leading edge of the bonnet and the rear arches; a respray on an NSX is a meaningful investment and should be factored in.
Manual NA1 coupes in original specification offer the clearest collector proposition at the lower end of the range; NA2 six-speed cars sit at the top, with low-mileage facelift coupes and JDM Type S variants forming a separate sought-after band. Automatic cars trade at a meaningful discount and are best chosen on condition rather than as an investment. Targa NSX-T cars are the most common configuration in the US and should be inspected for roof-panel seal condition and rear bulkhead flex.
Budget £500–£900 ($650–$1,200) for a PPI by a recognised NSX specialist. The inspection should include a full diagnostic scan, a compression and leak-down test on the V6, verification of timing belt and snap-ring history (early NA1 transmissions), inspection of the aluminium structure for repairs, and a test of every electrical and climate-control function. Do not skip this on a private or dealer sale.
Regional ranges authored independently — each reflects its local market, not an FX conversion
Honda continues to support the NSX more comprehensively than most contemporary supercars, and a strong network of specialists in the UK, US and Japan supplies remanufactured parts where factory items have been discontinued. Service costs are meaningfully lower than for European mid-engine rivals of the same era, and routine work can be carried out by any competent independent familiar with the platform.
The NSX tolerates long-term storage better than most supercars of its generation, but the aluminium structure and electrical systems still prefer regular use. Plan for monthly exercise, a battery conditioner during winter layup, and dry, climate-controlled storage where possible. Cars driven regularly tend to need fewer remedial repairs than low-mileage time-capsules brought back into use after years of dormancy.
Each region quoted in its local currency — independent market readings, not FX conversions
The NSX market re-rated meaningfully between 2018 and 2022 as the original car crossed the 30-year threshold and a new generation of collectors came to appreciate its historical importance. Manual coupes in original paint and recognised collector colours — Formula Red, Berlina Black, Indy Yellow Pearl, Long Beach Blue — now sit at a clear premium to automatic cars and to repainted examples.
Within the range, NA2 six-speed facelift cars define the top of the mainstream market, with low-mileage examples regularly trading above $200,000 in the United States. JDM-market Type S, Type S Zero and Type R variants operate in their own band and behave more like limited-production halo cars than mainstream NSXs; provenance and originality dominate their pricing.
| Date | Auction | Car | Mileage | Result |
|---|---|---|---|---|
| 2024-08-15 | Gooding & Co. Pebble Beach 2024 | 2002 NA2 Coupe (6MT) Long Beach Blue over tan; original paint. | 12,400 mi | $252,000 Sold |
| 2024-06-08 | Bring a Trailer Online | 1991 NA1 Coupe (5MT) | 38,900 mi | $118,000 Sold |
| 2024-05-12 | RM Sotheby's Monaco 2024 | 1995 NSX-T (5MT) | 44,500 mi | €96,250 Sold |
| 2024-03-09 | Bonhams Amelia Island 2024 | 2004 NA2 Coupe (6MT) | 21,300 mi | $215,500 Sold |
| 2024-01-26 | Mecum Kissimmee 2024 | 1992 NA1 Coupe (auto) | 62,800 mi | $71,500 Sold |
| 2023-10-21 | Bring a Trailer Online | 1999 NSX-T Zanardi Edition 1 of 51 US Zanardi Editions. | 18,400 mi | $262,000 Sold |
The first-generation NSX occupies a defensible position as the car that redefined what a supercar could be: the first all-aluminium monocoque production car, hand-built across a fifteen-year run, and historically tied to Ayrton Senna and the peak of Honda's engineering reputation. Production is closed, the global owner base is broad and engaged, and the long-term narrative is durable.
Within the range, NA2 six-speed facelift coupes and JDM Type R / Type S Zero cars offer the strongest risk-adjusted outlook. Manual NA1 coupes in original specification will continue to track the broader analogue-supercar market. Automatic cars and repainted examples will appreciate more slowly and are best treated as enthusiast purchases rather than investments.
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