Used Honda NSX Coupe 2016-2022 review

When, in 1990, the first Honda NSX was released, it changed the way we perceive supercars. Never before had cars like this been so accessible, so reliable, or indeed, so usable on a day-to-day basis. It influenced every supercar that followed it, and proved that truculent low-speed driving dynamics and iffy reliability didn’t need to be a feature of supercar ownership.

Its successor was a long time coming. But after a development process that was repeatedly delayed in order to allow for its ambitious technological specification to be realised, it finally arrived in 2016.

There’s only one model of NSX available, and only one powertrain. At its heart sits a 3.5-litre V6 petrol with not one, but two turbochargers, which powers the rear wheels, as well as an electric motor providing 47bhp of assistance. But you also get a small electric motor on each front wheel, each capable of producing 36bhp on its own; cleverly, these can act independently, providing more power at each front corner depending on where the most grip is, or together with the main power unit in order to provide maximum acceleration.

When they do, the way the NSX goes is little short of mind-bending. In a straight line it’ll edge out most things this side of a Ferrari 488 GTB. There’s simply no let-up in acceleration, the electric motors filling in the flat spots you might usually get from the petrol engine, and providing astonishing and instantaneous punch. And while it’s true that the Audi R8 offers a more rousing soundtrack, the NSX’s growling, gurgling V6 just inches behind your head sounds pretty good in its own right – and, refreshingly, doesn’t resort to the sort of gauche pops and crackles you’ll find with many performance cars.

The NSX is a sure-footed handler, too; give it its head on a twisty back road and you’ll soon find yourself doing distinctly antisocial speeds, as the amount of grip on offer and the way the nose can be tweaked into an apex with those individual electric motors are addictive. True, you don’t get as much steering feel as an Audi R8 or McLaren 570S, and nor do you get such a playful chassis, but unless you’re being truly stupid, the NSX always feels utterly unflappable and extremely precise.

But as good as the NSX is, it isn’t perfect. The problems start when you climb aboard. The snug seats are excellent and the dash design appealing, but some of the materials are, in terms of quality, far below what you’d expect from a car that cost so much new. What’s more, the NSX’s infotainment system is strikingly similar to that which you’d find in a Honda Civic or Honda Jazz – which wouldn’t be a problem if it worked well. Sadly, it doesn’t, with a combination of labyrinthine controls and juddering sluggishness that make it infuriating, if not impossible, to use.

And while there’s plenty of room for both occupants, the same can’t be said for their accoutrements. Boot space amounts to a small, oddly-shaped cubby behind the engine that suffers from heat soak, and there’s little space for bits and pieces inside. If practicality and usability are important in your ideal supercar, a Porsche 911 Turbo S – which even has rear seats – does it better.

For 2019, Honda treated the NSX to an in-depth update that focused on its steering, suspension and complex hybrid system, all in a quest to create a car that could finally stand toe-to-toe with its rivals.

Early examples start from around £95,000 to £99,000, which is less than they are new (around £145,000) but not by much. The rarity of the NSX has meant strong residuals. Spend between £100,000 and £120,000 on later 2018 and 2019 models. That means the NSX is priced on a par with most of its rivals, though the Audi R8 is cheaper.

The NSX is capable of some remarkable fuel consumption figures thanks to its hybrid engine setup; its official average figures better almost all of its rivals. However, a Porsche 911 Turbo S gets even better fuel efficiency. What’s more, because the NSX is a hybrid, it follows the usual hybrid tendency for fuel economy that’s remarkable around town, but uninspiring on the motorway. So if you plan on doing regular long-distance trips, you might find it works out rather more costly to run than you’re expecting.

Expect to pay £475 a year to tax your NSX, too – on a par with its rivals – unless you buy one of the handful registered before the tax rules changed on 1 April 2017, in which case you’ll pay the older rate of £540, which is based on its emissions.

Servicing costs are, as you might expect, rather more costly than your average Honda, and further complicated by the fact there are only two Honda dealerships in the UK that are able to service it – and both are in London. That makes it rather more awkward to maintain than most rivals.

There’s only one model, so if you want an NSX, your choice is simple. However, keep in mind that lots of the equipment you’d usually expect to find as standard was only available as an expensive optional extra – including sat-nav, front and rear parking sensors, electrically adjustable seats and metallic paint. That means you might need to shop around and pay more in order to find an NSX of your perfect specification.

We’d take a long, hard look at the Audi R8. On paper, it’s extremely similar to the Honda with a mid-mounted engine, two seats and four-wheel drive. In the flesh, though it offers a much more old-school driving experience, with a roaring V10 engine and more traditional handling. It’s also more widely available and considerably cheaper to buy used.

If practicality is key, though, a Porsche 911 Turbo or Turbo S might be a better bet. Not only do you get two extra seats, but it’s also more compact, and even faster than the NSX while also delivering better fuel economy.

But if you want the best driver’s car in this part of the market, you’ll have to go for the McLaren 570S. You’ll have to pay more than you will for the Honda, but you’ll get a car whose steering feel and chassis mobility are hard to beat.

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