Its comparative lack of torque means the NSX hasn’t the legs of its best opponents. Not that it’s slow; any car that can pass 60mph in 5.8sec and cover the quarter mile in 14.2sec is obviously extremely quick. It’s just that the Porsche, Lotus and Ferrari are faster still. Flat out the NSX flew round Millbrook at an average of 159mph, beating all others, bar the Ferrari at 163mph.
And yet, we would happily lose a little outright speed for an engine like the NSX’s. It has a throttle response that would impress even Ferrari drivers, and real urge over an engine band at least 6000rpm wide. Enjoyment is enhanced hugely by the noise, comparable to no other road car engine in our experience. Anyone familiar with the struggle to cope with a mid-engined supercar’s gearchange will find the NSX’s light, well defined and balk-free gate a revelation.
For the first time, a sporting Japanese car can be bought with a chassis that has a solution to every problem. Most of the time that solution is grip, but it is its forgiving nature that distinguishes the NSX from the rest of the mid-engined brigade.
It has only fractionally less grip than a 348, but because it allows you your mistakes, it inspires more confidence than the snappy Ferrari. Which, in real terms, makes the NSX the faster car.
For most, it will more fun too, as only the exceptionally talented would drift a 348. And mid-engined cars tend to ride well – the NSX is no exception.