You could make a good case that the NSX is the best driving experience available today. Unfortunately, few owners will ever have the opportunity to take one on a test track; in that environment the NSX handles like a finely balanced race car, with the same kind of razor-sharp precision and direct feedback.

In fact, the NSX is one of the very few street cars that can be driven on a racetrack in the same way - and with the same type of inputs - as a race car. In such harsh driving conditions, the NSX is virtually faultless. And unlike almost all other production cars, the NSX doesn't need pampering when driven hard; the skilled driver can use all of the engine's power, all of its braking capability and all of its cornering - without any part of the car asking for relief.
The amazing thing is that the same car driven on public roads is as civilized as a luxury sedan. It's a tiger on the track, but on the street drives as easily as any other Honda or Acura. High-performance sports cars have a tradition of being difficult in daily driving and of requiring special skill and care in dealing with traffic. But not the NSX. Almost anyone could drive it, and drive it with pleasure.

Power comes from a 3.0-liter DOHC 24-valve V6 mounted behind the passenger cabin, in the mid-engine position that is favored for race cars because it provides optimum weight distribution. Based on a wealth of technology gathered from Honda's worldwide racing programs, this powerhouse generates 270 hp and will rev to 8000 rpm (252 hp and 7500 rpm with the optional 4-speed automatic transmission). And with Honda's varia-ble valve-timing system, called VTEC, the V6 is easily drivable around town, yet revs as though it were a race engine when it's driven hard.
Like everything else about this car, the standard 5-speed manual transmission is very precise and easy to shift. And rolling down the road, we sensed a feeling of exceptional rigidity, almost as if the doors were welded shut after we got in.

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The only quality problem we've ever heard of in connection with an NSX has to do with rear-tire wear. Early editions were using up their rear tires far too quickly, sometimes in less than 5000 miles. Part of this was due to a tire compound designed specifically for maximum traction, and Honda has been working with its tire supplier - as well as making small rear-suspension adjustments - to improve on this problem.

There are sports cars that are more powerful and faster than the Acura NSX, with some sporting a lower price tag. And some critics have said the NSX's styling doesn't have the drop-dead looks of a Ferrari, although the NSX was clearly inspired by that car and is far less expensive.
But there are no sports cars that approach the NSX in its superb blend of performance, handling, civility and driving savvy. In this respect, the car is simply impeccable.

Buying a sports car is a very personal thing. There are all sorts of perfectly good reasons why a particular car will appeal to a buyer. In those subjective areas, the NSX might not equal a Porsche, Ferrari or even a Corvette. But on the overall excellence of the driving experience, none of the others can match the NSX.