Honda NSX

• NA1/NA2 manuals command the strongest premiums
• Type R/Type S are top-tier, low-supply blue chips
• Targa (NSX-T) trades below coupes, all else equal
• NC1 values depend heavily on trim, miles, and warranty
• Timing belt & cooling are key NA ownership costs
• Originality beats mods for top auction results

• Mid-engine, rear-wheel-drive layout with a transversely mounted V6
• All-aluminium monocoque body and suspension components
• VTEC-equipped C-series V6 (C30A on NA1, C32B on NA2)
• Hand-assembled in comparatively low production volumes
• Right-hand drive available throughout JDM production

The NSX has two generations and they're really two different cars. The first generation ran from 1990 until 2005 across NA1 and NA2 chassis, all naturally aspirated V6, all rear wheel drive, all built by hand in Tochigi. The second generation NC1 ran from 2016 until 2022, twin turbo V6 with three electric motors and all wheel drive, built in Ohio. If you want the analog supercar, you want a first generation NSX. If you want modern pace with hybrid traction, you want an NC1.

The NSX is the supercar you can actually use. Honda built it to start every morning and behave at low speed, and that's still the main reason people buy one today. The trade off is that parts and labor on a 30 year old aluminum exotic aren't cheap, and a few jobs only a handful of shops can do properly.

The NSX is a well engineered car, but it's still a 30 year old supercar on most of the cars in the market. Two items decide whether the deal works. The timing belt and water pump service runs every seven years or 105,000 miles and costs $1,800 to $3,500 done right. The cooling system uses original plastic radiator end tanks that crack with age, and a full refresh is another $900 to $2,500. Cars without recent receipts for both of those should be priced as if the work is still owed.

In Japan, the car is a Honda NSX sold through Honda Verno dealers. In North America, every first-generation car wore Acura badges and was sold through Acura — the Acura brand had launched in 1986 as Honda's premium channel, and the NSX was its halo. Mechanically, JDM and USDM NA1/NA2 cars are nearly identical, but the JDM advantage is variant access: the Type R (1992-1995 and 2002-2005), the Type S, the Type S-Zero, and the homologation NSX-R GT were all Japan-only. None of these were ever federalized for the United States. JDM NA1 cars also retain the period-correct 280 PS rating tied to the Japanese manufacturers' Gentlemen's Agreement of 1988, whereas US-market cars used SAE ratings (270 hp early, 290 hp on NA2). For US importers, the 25-year rule (NHTSA Show or Display is an alternate path) makes 1990-1999 JDM examples currently importable, with later Type R and Type S cars rolling into eligibility year by year. The second-generation NC1 (2016-2022) was sold globally as the Acura NSX with no JDM Honda-badged variant — a reversal of the first-generation arrangement.

5ENNA; Honda NSX | 4K

The NA1 uses the C30A 3.0 V6 making around 270 hp with a 5-speed manual or 4-speed automatic. The NA2 swapped in the bigger C32B 3.2 V6 from 1997 with 290 hp and a 6-speed manual. The NC1 is a different animal: 3.5 twin turbo V6 plus three electric motors, 573 hp on the early cars and 600 hp on the 2022 Type S, all running through a 9-speed dual clutch.

Engine options

Transmission options

Most of what you'll see is the base coupe or the NSX-T targa. The Type R is the JDM only track car, stripped of air conditioning and sound deadening, and they're the most collectible variants by a wide margin. The Type S and Type S-Zero sit between the base car and the Type R on weight and price, also Japan only. The NC1 Type S from 2022 is a 350 unit run that's already trading above original sticker.

A driver quality NA1 starts around $60,000 today. A clean low mile NA2 with documented service sits in the $120,000 to $200,000 range. Type R and Type S cars are the top of the market and clear $400,000 to $1,200,000 when they surface. NC1 base cars trade between $90,000 and $130,000 used. The 2022 Type S is the only NC1 trading above original MSRP.

Original MSRP: $60,000 at launch in 1991. Approximate US launch MSRP for the 1991 Acura NSX (USDM). The 1997 NSX-S (JDM Type S) WP source lists MSRP at roughly $85,000. Japanese launch yen pricing varied by trim and is not cited verbatim in the WP body.

Today's market range: $60,000 to $1,200,000 (median ~$185,000). Source: JDMBuySell / USS Auction.

NA NSX prices are firm: best cars (manual, low-mile, rare colors, Type R/S) keep appreciating while average drivers plateau. NC1 is trim-sensitive with mild softening outside Type S; long-term outlook favors limited, documented examples.

Walk this list before you put down a deposit, and pay for a PPI on a lift before you wire money. The Critical items are deal breakers without paperwork. Compression and leakdown matter on any NSX over 20 years old, and so does an honest paint meter pass. Ten minutes won't tell you what an hour on the lift will.

If the NSX doesn't work out, the closest car is probably a Toyota Supra JZA80 if you want the same era halo with more tuning headroom. A Porsche 996 Turbo gets you supercar pace with a bigger parts network. An R35 GT-R undercuts a clean NA2 on price and beats it on pace, just not on feel.

Among 1990s supercars the NSX is the only one engineered to be daily driven. The 348 leaked and needed a clutch at 30,000 miles. The Diablo needed a specialist within 50 miles. The NSX started every morning and ran the same maintenance schedule as a Civic Type R. That's why the comparison table below leans on usability and reliability, not just horsepower.

What NSX years are most collectible?

NA2 1997-2005 (3.2/6MT) and 2002-2005 fixed-light cars lead; Type R/S top.

Manual or automatic: which holds value better?

Manual NA cars carry the strongest premium. Automatics can be great drivers but trade at a discount.

What are the biggest NA NSX maintenance items?

Timing belt/water pump, cooling refresh, suspension bushings, and clutch wear. Deferred cooling work is risky.

Are NSX-T targas less desirable than coupes?

Usually yes: coupe is lighter and stiffer. NSX-T can be better value if condition is excellent.

How do Type R and Type S differ from standard cars?

Type R focuses on weight loss and track tuning; Type S/Type S-Zero are sharper, rarer variants with premiums.

Is the NC1 NSX a good buy used?

Often yes: depreciation can help. Prioritize warranty history, hybrid system health, and clean accident records.

What hurts NSX value the most at resale?

Accidents, heavy mods, poor documentation, corrosion, and non-original paint/parts. Provenance and records matter.

What should I check on a pre-purchase inspection?

Verify compression/leakdown, cooling, clutch, suspension play, VIN tags, paint meter, and complete service records.