In 2017, nearly every supercar had a V8, V10, or V12 engine except the Acura NSX. Like the first generation, it had a V6 many years before others downsized, such as the Ferrari 296. It also deployed hybrid power years before others, such as the Corvette E-Ray or the far more expensive Ferrari SF90 Stradale. Only the BMW i8 and the hypercars from Ferrari, Porsche, and McLaren beat it to the punch.
The second-generation NSX was ahead of its time, and like so many things in that position, people didn’t appreciate the supercar when it was new. But now, in a world where many sports cars and supercars are hybridized with downsized engines, the second-gen NSX can be appreciated not only for what it was, but also as a surprisingly economical daily driver.
Performance
2017 Acura NSX front 3/4 angle in white while parkedAcura
Despite only having six cylinders, the NSX was no slouch. Its capability came in part from the twin-turbos added to that 3.5-liter V6 engine. The three electric motors also helped. The result was 573 horsepower and 476 pound-feet of torque, which doesn’t sound like much at all these days. Plus, the Super Handling All-Wheel-Drive system gave the car fantastic grip. Thanks to all that futuristic wizardry in the NSX, it managed a 3.1-second 0-60 mph time, an 11.2-second quarter-mile time, and a top speed of 191 mph. These figures show the car still performs well in 2026, even if it might not sound quite as good as its competitors.
For those wanting more, the Type S version launched for 2022 at the end of the NSX’s life cycle bumped power to 600 hp and torque to 492 lb-ft. Not big increases, but combined with faster shifts from the nine-speed automatic, the tweaks shaved 0.2 seconds off the 0-60 mph time, enough to hit that velocity in 2.9 seconds. It also improved handling with Acura-specific Pirelli P Zero PZ4 tires and retuned the steering and adaptive magnetorheological dampers.
However, Acura only made 350 examples of the Type S, making them harder to find and more expensive than the standard model. The regular NSX still offers an exotic mid-engine setup and Acura’s fantastic true torque-vectoring all-wheel-drive system combined with electric motors to fill in any torque dips from the turbos and claw you out of corners.
To slow it all down, all NSXs came standard with 14.5-inch aluminum monoblock front rotors with six-piston calipers, and 14.2-inch rear rotors with four-piston calipers. You could opt for carbon-ceramic rotors instead, which bumped the front stoppers to 15 inches but kept the rear the same size. Curb weights were basically the same at just under 3,900 pounds.
Daily Drivability
2017 Acura NSX Rear 3/4 ViewAcura
While it might not be the only supercar with daily-driver comfort, the NSX is unique in how sedate it can be. Thanks to the hybrid system, the drivetrain often starts quietly in hybrid mode unless you force it over into Sport+ mode. The setup means you can cruise around town making barely any more noise than a Prius.
Don’t expect to fly too under the radar, though. The NSX’s shape and design still turn heads. Unlike the citrus-colored Lamborghinis and the other outrageous-looking supercars, the NSX gets attention from the in-the-know type of enthusiasts. By picking something out of the ordinary, they instantly understand that you don’t just own a supercar for clout or peacocking.
I speak from experience as someone who pretended to be an NSX owner for one glorious weekend, thanks to being fortunate enough to have one as a press car back in 2020. As for other daily-driver impressions, that hybrid system, combined with impressive dual-clutch tuning, made it smooth and easy to drive around town. Even the optional carbon ceramic brakes on my press car were easy to modulate and use in stop-and-go traffic. The 2019 model year introduced some suspension stiffening, but it was still very comfortable for this type of car. I even said in 2020 that I could happily drive cross-country in it no problem.
2017 Acura NSX Interior ViewAcura
It’s not perfect though. First, the seats could use a little more comfort for long drives, something I discovered after a full day behind the wheel. Those long drives also could have benefited from adaptive cruise control on the highway portions, but the NSX didn’t have it, even though every other Acura at the time did. It also didn’t have blind spot monitoring, which might sound like a silly complaint, but with the NSX’s thick C-pillar, there was a hefty blind spot over your right shoulder.
The touchscreen was from an old Civic – the one without a volume knob that everyone hated. The system wasn’t ideal, but at least it had Apple CarPlay and Android Auto. The trunk was also pretty small and right next to the engine, so not an ideal setup for groceries unless you were planning to have fondue for dinner.
Between the leather-covered cabin, which was also pretty quiet whenever you weren’t pinning the throttle, and the docile hybrid behavior at low speeds, the NSX would make for a great daily driver. Plus, its specialness makes the minor complaints worth enduring.
Running Costs
2017 Acura NSX Side ViewAcura
Another reason the NSX makes a great daily driver is its low running costs. For starters, the hybrid powertrain delivers great fuel economy, at least for a supercar. In my enthusiastic mixed driving, I averaged 20.5 mpg, and the EPA rates it at 21 mpg combined. Good luck getting anything close to that in any V8, V10, or V12 supercar. Heck, even a Subaru WRX only gets one mpg better.
Since we mentioned the F-150 in the title, the hybrid and its most fuel-efficient engine are rated to do slightly better fuel economy, to be fair. Still, real-world fuel economy is likely better in the NSX, simply because of its aerodynamics and weight.
As far as maintenance costs go, the recommended maintenance intervals are ordinary and include the same things you’d expect from any other hybrid Acura. And because it’s a Honda, reliability should be pretty good, too.
Insurance will still cost more on an NSX than on an F-150 or anything else under the price of the Acura supercar. However, compared to similarly priced supercars like the Audi R8, it may be cheaper. It’s hard to nail down specifics on insurance rates since they vary so much by individual and location.
Why Aren’t NSX Owners Driving More?
The very first Acura NSX to roll off the production line was snapped up at an auction for about 10 times its actual value.Acura
So if the NSX is a great and comfortable daily driver, why don’t owners drive them more? Looking at the current ones listed for sale online, the highest-mileage one has only 50,000 miles. That’s pretty close to the typical amount that you see on the more well-used examples of the other exotic brands.
One of the main reasons is rarity. Only 2,908 second-generation NSXs were ever made, including the 350 Type S at the end. Compare that with over 20,000 Lamborghini Huracans, for example, and a similar number of Audi R8s. First, that means fewer people are driving them, so statistically, there’s a smaller chance of an owner doing high miles in it. And those who do own one and enjoy it likely want to preserve the machine, since who knows when there might be a new NSX. The rarity leads to the second reason people keep miles off them: resale value.
Front quarter shot of a 2021 Acura NSX Type S with an original NSX in the backgroundAcura
While not as good of an investment as some supercars that immediately start appreciating, as far as “regular” supercars go, the NSX has been a pretty good investment for its owners. Even that highest-mileage example is listed at $116,900, on a nine-year-old car that started at $157,800 back in 2017. Many of the nicer examples are still hovering around or above that starting price all these years later. And because of their limited nature, the Type S is one of those supercars that immediately went up in value, with some even cracking over $300k in asking price. With values like that, it’s hard to treat one of these like a Civic Hybrid and rack up 100,000 miles on it.
For the few that don’t care about resale values, though, the NSX is efficient, reliable, and pretty cheap to run, especially when it comes to supercars. Hopefully, in time we see some high-mileage examples like we often see with the first-generation NSX, because these cars are a blast to drive both on a canyon road and around town, and they deserve to be driven more.
Sources: Acura, AutoTrader
