New HOndA NSX first drive Review 2016

Twenty-seven years since the original release of Ayrton Senna-inspired, the new NSX is finally here. Our initial impression indicates that a worthy rival to the Audi R8, Porsche 911 and 570S McLaren. Not a bad start, then

Auto Trader verdict:

For all its reliance on technology, the NSX still offers an engaging driving experience. Feeling perfectly balanced, while Marrying electric responses to truly gob-smacking performance, it's a genuine rival to the likes of Porsche's 911 Turbo S and the McLaren 570S.

What's more, given the level of comfort and refinement provided by the drivetrain and the chassis, It's also a supercar that you can drive and enjoy everyday in much the same way as the 570S. Now, there's a comparison test that we can not wait to undertake.

Need to know:

• All-wheel drive hybrid powertrain
• On sale this autumn, priced from £ 137.950
• First year's production already sold out

What is it?

You could probably write a book about the internal wrangling and political shenanigans surrounding the development of the new NSX.

Originally conceived as a front-engined V10, which was subsequently ditched in favor of a transversely mounted, naturally aspirated V6, the car then spent years trapped in research and development before Honda Decided the engine could not be cooled Sufficiently to produce the requisite performance. Eventually, settling on a longitudinally mounted twin-turbocharged 3.5-liter V6, augmented by a hybrid electric drive, the NSX is finally ready to hit the road.

Given all the prevarication and procrastination, it's all the more impressive that the directory of bang-up-to-date tech found in the NSX is nothing short of mind-boggling.

For a start, there are no fewer than three separate electric motors incorporated in the drive-line. The two powering the front wheels can be used to drive the car in pure electric mode, speed-up or slow-down individual wheels to help the car turn in to corners, or be employed to provide supplementary battery regeneration and braking power.

What's more, when they're allied to the petrol engine's thrust to the rear wheels, the front-wheel motors Also provide the benefits of four-wheel-drive grip and traction.

The third motorcycle, meanwhile, is mounted in the gearbox, and its primary responsibility is to boost the low-rev performance, before the twin turbos spin up and force-feed the NSX's hand-built petrol engine. On top of that, the motorcycle IS ALSO device used as a starter and as a generator to feed the hybrid battery pack. Phew!

Power from the petrol engine is delivered to the rear wheels via a nine-speed twin-clutch automatic gearbox, the which uses its low first gear predominately for launch-control conditions, while the high ninth gear is Effectively an overdrive to help Maximise fuel efficiency. In between, there are seven closely stacked ratios to play with, either in full automatic mode or via steering wheel-mounted paddles. On top of this, you can spin the dash-mounted selector to choose between four different driving modes.

While 'Quiet' Allows you to drive off in EV mode, so as not to upset your slumbering neighbors - an alien concept to the Jaguar F-Type drivers - 'Sport' and 'Sport +' incrementally stiffen the electronic dampers, sharpen up the steering, speed up the throttle response and ramp up the exhaust noise. The most extreme of the four settings is 'Track' the which - as the name implies - ramps up all the settings to maximum attack mode and switches off all but a couple of the electronic safety net systems. Double Phew!

Despite all the technical Wizardry Honda claims the driving force behind the NSX was to make it perform and handle as naturally as possible, so the big question is: have they nailed it?

What's it like?

Other than the 'I'll sell my organs need to buy one' looks, the first thing that strikes you about the NSX is how easy it is to drive quickly intervening. Very quickly intervening indeed.

Although no official performance figures have been released, a rumored sub-3.0 second eruption to 62mph when utilising launch control is probably about right. This said, it does mean recalibrating your senses to get your head around the extraordinary level of performance.

Sure, there's the defining squish of sweaty shirt against Alcantara backrest as the electric motors and the V6 hook up and catapult you towards the blue sky; but, with not so much as a hint of tire yelp or a scintilla of mechanical stress to sensationalise your progress - just a slight rise of the nose and the manically tumbling digital speedo characters - it's difficult, to comprehend that you are covering the ground with such alarming haste.

Some of this feeling of detachment its Undoubtedly down to the soundtrack. While the petrol engine burbles and snarls with menace, and a Cobra's venom hiss of the turbocharged punctuates every gearshift, the soundtrack still sounds rather muted Compared to the aural delights of an Audi R8 V10. Then again, what does not?

Consequently, it's not until you find a sinuous stretch of engaging Tarmac that the hairs on your arms really start to stand on end. So controllable, so planted, so supple and so predictable, the NSX feels wonderfully agile, changing direction with a fluidity and tenacity that will challenge your flexibility Ribcage's long before the chassis runs out of on-road talent.

This feeling of being at one with the car is all the more impressive when you Consider the amount of electronic processing required to Synchronise the myriad interactions going on in the driveline. For instance, even when taking a scorched-earth approach to a series of torturous twisties and mercilessly pushing the transmission to its limits, we struggled to produce any notable as the power steering corruption shuffled from rear- to all four wheels.

The NSX's brakes are pretty faultless, too. Given that there is no physical link between the pedal and the brake pads, it beggars belief that there is no loss of feel or natural progression, and not the slightest sense that things are being supplemented by electronic help. Well, at least not through the pedal, anyway. Our test car was fitted with the optional carbon ceramic discs and they did generate a spooky howl akin to someone blowing over the top of a milk bottle as the car slowed; but, even after pulverising Several high-speed stops, the brake pedal Remained strong and faithful.

In common with many supercars, the NSX has a pretty snug cabin, making it essential for anyone over six feet tall to book a test drive before ordering. Although the legroom is okay, the seats do not go particularly subject to low, so there's a real danger that lanky folk will get perilously close to the roof lining and that Reviews those sweeping A-pillars will cut into Reviews their peripheral vision.

Overall, though, as you'd expect from Honda, the interior quality and design are solid, without being overly flashy. That said, some of the plastics you regularly come into contact with the look and feel a wee bit low-rent Compared to the impeccable standards set by a Porsche 911.

Should I get one?

Although lists the Honda NSX at £ 137.950, by the time you've chosen a few additional trinkets such as ceramic brakes at £ 8400, a carbon fiber exterior trim pack at £ 7100, and powered seats at £ 1200, you'll soon exceed £ 150K. As such, you'll be considering some pretty tasty motors in your buying decision, Including the likes of Porsche's mighty 911 Turbo S, Audi's R8 V10 ballistic and the sensational McLaren 570S.

All we can say is, first impressions suggest the NSX is a worthy adversary to Reviews These examples of motoring exotica, and the fact the NSX will be sold in penny numbers will give it a level of exclusivity almost beyond comparison for anyone lucky enough to get their hands on one.

Of course, if you're in the market for any of Reviews These cars, you may well be Able to afford all three. A first world problem, if ever there was one ...

Key facts:

• Model: Honda NSX
• Price: from £ 137.950
• Engine: 3.5-liter twin-turbo V6 engine and three electric motors, nine-speed dual-clutch automatic
• Power / torque: 573bhp / 476lb ft (combined)
• 0-62mph: 2.9sec (est.)
• Top speed: 191mph
• Economy: 28.0mpg
• CO2 / tax liability: 228g / km / 37%
• Boot: 110 liters

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