Honda NSX (2016 – 2022) Review

This version of the Honda NSX marked the second chapter in the Japanese brand’s attempt to take on the supercar establishment, rivalling models such as the Audi R8 and outstanding McLaren 570. While Honda is not generally regarded as being a big player in this segment, it does have some history, with the original 1990 Honda NSX regarded as an impressive, if somewhat flawed, supercar contender. Read on for our Honda NSX review.

Just as with the original Honda NSX, the second-generation version goes somewhat against the established template for a supercar.

Although mid-engined and turbocharged like many of its rivals, it comes as standard with four-wheel drive and its 3.5-litre V6 is a hybrid, with twin electric motors in the front and one at the rear. 

Fitted with a nine-speed automatic gearbox, the Honda NSX offers a variety of driving modes that change how the hybrid system operates, allowing it to switch from a calm cruiser in the city to the full supercar experience when conditions permit.

It even offers the ability to drive in pure electric mode, although due to the size of the battery and the overall weight, this is only available for limited periods.

The combination of electric power and the turbocharged petrol engine means the Honda NSX can deliver 581PS, enough to propel it to 62mph from rest in under three seconds and past 190mph.

With the security of four-wheel drive, too, it means that performance can be used with more confidence in tricky conditions.

In addition, the front-mounted electric motors offer a torque vectoring function, altering the amount of power distributed to the front wheels in order to help it turn tightly into bends.

Elsewhere, the Honda NSX offers more conventional supercar attributes. The mid-engined layout means space is at a premium, both for passengers and luggage. There are just two seats available, and headroom is not ideal for those over six feet tall thanks to a rather high driving position.

Luggage space is limited to 110 litres under the tailgate, and much of this area is taken up by the engine.

The interior is also something of a disappointment given the price tag and what is on offer from the competition.

Although some of the materials are high-quality, others feel below par, and there are several generic Honda controls that seem a little out of place.

The infotainment system also feels a little outdated, as it is shared with other Honda cars, and can be fiddly to use when on the move.

To drive, the Honda NSX is remarkably unintimidating given the performance available. Left in Comfort drive mode, it will run on electric power whenever possible, and the comparatively light steering and smooth automatic gearbox make it surprisingly easy to drive.

Accessing the performance is just a squeeze of the accelerator away, but to get the most out of the Honda NSX’s performance it makes sense to switch into Sport+ or Track mode.

This firms up the suspension, steering and response from the engine and gearbox, as well as allowing you to hear more of the engine.

The price tag and the performance might make the Honda NSX slightly intimidating when first climbing into the driver’s seat, but the reality is that this is as friendly as supercars get.

Engage Comfort mode and the smooth ride – particularly in the revised post-2019 versions – is quite relaxing, and the major controls react in a measured, rather than frenetic, way.

Driven with more gusto, the Honda NSX responds well, particularly in the more aggressive drive modes such as Sport+ or Track.

More weight in the steering is welcome at speed, and increased firmness in the suspension builds confidence in the driver. The security of four-wheel drive also makes it easier to make the most of the available performance.

Post-2019 cars are more fun to drive, with more responsiveness in the steering giving a better connection between the driver and the car.

Similarly, revisions to the suspension mean a softer ride when in Comfort setting, while still providing more engagement when driven at speed.

What the Honda NSX struggles to hide is its weight, on account of the four-wheel-drive system and hybrid powertrain making it significantly heavier than many of its rivals.

This sometimes makes itself felt when hitting a bump or turning into a corner with speed, although the torque vectoring provided by the front wheels helps to mitigate this.

The ride quality is good when in Comfort mode, although not quite as good as some rivals, while in Sport+ and particularly Track mode the increased firmness of the settings means more disturbance over road imperfections.

However, this is the inevitable trade-off of reduced body roll and increased steering response.

The Honda NSX is available with a single engine option: a 3.5-litre turbocharged petrol V6 offering 507PS, plus two front-mounted electric motors with 37PS each and a single rear-mounted electric motor offering 48PS, connected to a nine-speed dual clutch transmission.

The total system output is 581PS and 646Nm of torque, as the petrol engine and e-motors work in tandem to create smooth and flexible power whatever the speed.

What that means out on the road is that the Honda NSX can adapt to your driving style easily, especially if you make use of the correct drive mode.

In Comfort mode, it will use purely electric power whenever there is enough charge in the battery, and with the throttle response and exhaust turned down, it is remarkably easy to drive given the performance available.

Indeed, it’s no more challenging to operate than a Honda Civic. Switch into Sport mode, likely the choice for road use most of the time, and there’s a bit more keenness both from the engine and the major controls.

Sport+ and Track mode bypass the exhaust silencers to allow the V6 engine its full voice, as well as putting the steering and suspension in their most aggressive settings.

The Honda NSX combines petrol and electric power almost imperceptibly – from the driver’s seat, all you get is very strong acceleration, almost regardless of engine speed.

The dual-clutch transmission works well, too, shifting quickly and seamlessly, so you can just enjoy the performance on offer.

Because it is a limited-production sports car, the Honda NSX was not tested by Euro NCAP, but the fact that it was approved for sale in Europe means it will have passed all the necessary safety criteria.

Standard safety equipment includes ABS, front, side, knee and overhead airbags for both driver and passenger, ESP, tractional control and seatbelt pre-tensioners.

What’s more, the Honda NSX’s aluminium structure is stiff and strong, which not only helps in the event of an accident but also contributes to good handling.

With wide tyres, grip levels are high, while some cars were fitted with optional carbon ceramic brakes, which offer even more stopping power than the conventional set-up.

There is no specified towing capacity for the Honda NSX, and an approved tow bar is not available from the manufacturer.

As a strict two-seater, the Honda NSX won’t suit everyone, and even the driver and passenger may find space is at a premium.

For those of average height, the room available should be sufficient, with decent seat adjustment – although the driving position is slightly high, given how low the car is overall.

Elbow room is good, although the large centre console eats into this space somewhat. But taller or wider drivers may find it too much of a squeeze.

Storage is also limited, with just 110 litres available in the boot space under the tailgate.

Squeezed between the back of the Honda NSX and the engine compartment, the space is tall with a narrow aperture, which can make packing it a challenge.

Additionally, its proximity to the engine bay means it can get quite warm – frozen food will need to be carried in the passenger compartment.

Vehicles from the Japanese brand have a good reputation for quality, but the Honda NSX is competing in a very different market to the rest of the range.

Expectations are much higher, and given the price tag it’s hard not to feel a little disappointed by the quality of the interior.

There’s no doubt it will last and the materials and controls feel robust. But other than some leather and Alcantara elements, much of the cabin feels like it has been lifted from a cheaper Honda.

Although the design loosely follows the theme of the dramatic exterior, there is little that feels special or worthy of a car with this performance and price tag.

Even a splash of colour would be an improvement, but the Honda NSX’s cabin is a mix of greys and blacks, with some flashes of silver.

As standard, the Honda NSX is fitted with a nine-speaker premium audio system, offering a sizeable 580W of power as well as CD, Bluetooth and USB connections.

It also comes with Apple CarPlay and Android Auto as standard, so in terms of connectivity it has all the bases covered.

Until 2019, satellite navigation was an expensive cost option, so if you are considering a Honda NSX, it’s worth checking to make sure this has been fitted.

However, even if it’s present the system itself feels simplistic and outdated, even for a Honda Civic, never mind a supercar designed to be a technological masterpiece.

The touchscreen is seven inches, which is small by modern standards, and the response of the screen is sometimes slow.

The menus can also be confusing, with lots of pages to navigate, so it is often preferable to use voice control or the steering wheel controls to navigate the system.

One upside is that the audio performance of the infotainment system is strong, with plenty of power and a clear sound.

The instrument display is also digital, and changes depending on which drive mode is engaged, which contributes to the car’s futuristic feel.

The Honda NSX was on sale from 2016 until 2022, so unless you get lucky and can find a pre-registered example on a dealer forecourt, the only option is to buy one used.

Unsurprisingly for a car like this, there are not huge numbers on the road, so you may need to be patient to find a good one.

The earliest examples from 2016 onwards are around the £80,000 mark, with most of these having low mileages.

We found a 2016 car with only 30,000 miles for £83,000, which is a massive saving of nearly £60,000 on the original list price.

If you can afford it, the post-2019 cars are a better choice, with standard navigation and substantial updates to the suspension and drivetrain improving the driving experience.

We found a 2020 car with under 3,000 miles for £130,000, which is very close to the original list price.

It might have a hybrid powertrain and be able to operate for very short distances in electric mode, but the reality is that the Honda NSX will be an expensive car to run.

The official combined fuel consumption of 28.3mpg is reasonable, but it would take a steady and controlled cruise to get near these figures, while the CO2 emissions of 228g/km mean a high tax band, too.

Servicing, repairs and insurance will be pricey, as you cannot risk taking shortcuts with maintenance for a car like this.

As standard the Honda NSX is fitted with ABS+EBD+Brake assist, automatic headlights, automatic rain sensing wipers, Bluetooth, cruise control, DAB radio, dual-zone automatic climate control, ELS 580W Audio with nine Speakers and hill start assist.

There are also LED daytime running lights, LED headlights, rear view camera, smart entry and start, tyre pressure monitoring system, USB/audio interface and Vehicle Stability Control (VSC)