Used 2021 Acura NSX

The 2021 Acura NSX is a supercar with a hybrid drivetrain. That’s a rare combination. There have been others, like the Porsche 918 Spyder and the Ferrari LaFerrari, but they’re typically available in limited numbers only and priced at around $1 million. So about $160k for the NSX is a relative bargain.

And just because it has a gasoline/electric drivetrain, don’t think it’s made specifically for drivers who have developed something of an eco-conscience and are looking to get their kicks with lower emissions. The real point of putting electric motors in the NSX is to enhance performance in a more modern way — instead of the old-school methods of turning up the turbocharger or just fitting a bigger engine. Think of it as free energy.

Where is the 2021 Acura NSX built? It’s hand-crafted in Marysville, Ohio. And this is the second generation of NSX. The first was produced between 1990 and 2005. Those cars have become collectors’ items.

Even though the world now seems obsessed with SUVs, there are still some fantastic supercars providing tough competition for the 2021 NSX, such as the perennially superb Porsche 911 (a Turbo version is not that much more than a new NSX), the Audi R8, Mercedes-AMG GT, and the performance bargain of the decade: the Corvette, starting at around $60k.

How fast is the 2021 Acura NSX? It can blast from standstill to 60 mph in a mere 2.9 seconds and hit a top speed of 191 mph. There isn’t much that’s quicker. In addition to generating a total of 573 horsepower (quite a lot, by the way), the NSX applies its muscle to the road with ruthless efficiency through Super Handling All-Wheel Drive (SH-AWD).

Each front wheel is driven by an electric motor, while a mid-mounted turbocharged V6 drives the rear wheels. And the “Super Handling” part isn’t just marketing blather. The system can distribute drive to whichever wheels have the most traction in that instant. It’s actually astonishing how well the NSX can trace a precise line around a tight corner — even at speeds where drivers would expect the front tires to squeal and surrender to understeer.

Drivers can tailor the NSX’s responses by selecting a mode from a menu of Quiet, Sport, Sport+, and Track. This is how the NSX can go from a tiger to a kitten and back again. Even in the most extreme setting, though, there’s always the feeling of stability and being in complete control. In its meekest mode, the NSX becomes a pleasant runabout, easy to use in town with only the looks drawing attention.

If there’s a criticism, it’s that the NSX feels heavy, despite the use of lightweight materials throughout the car. It tips the scales at 3,878 pounds, more than most of the competition. The new mid-engine Corvette, for example, is 3,366 pounds.

It feels like the NSX achieves its (stunning) performance through the sheer force of its technology alone. We can only wonder what a non-hybrid NSX might be like, freed from carrying around electric motors and a battery pack, what kind of poise it might have.

In true supercar fashion, this is a 2-seater with an engine placed right behind. So don’t expect much space for phones or luggage. Even though the NSX can be a daily driver, it’s not meant to be particularly practical beyond fitting a golf bag in the trunk.

It is, however, quiet and comfortable — especially for a performance machine. The driving position exudes sportiness, underlined by the flat-bottomed steering wheel, making it easy to slide one’s legs under. And the automatic transmission is operated by switches instead of a gear lever. It helps keep the snug cabin tidy.

In standard form, the upholstery is a mix of leather and Alcantara, a suede-like material often found in racing cars. Full semi-aniline leather upholstery is optional. Buyers may also select manually adjustable sport seats at no cost, which will save a little weight.

The thin front pillars contribute to the generally good forward vision. Seeing out the back is naturally a little more constricted, but parking sensors are standard at both ends.

One downside is the infotainment system. A leftover that’s been superseded in newer Acura models, this is from Honda/Acura’s irritating tech phase where someone decided that drivers didn’t need a proper volume control and a virtual slider on the 7-inch touchscreen was considered acceptable. It’s really not. And the company has started using volume controls again.

Looking every bit the supercar it is, the Acura NSX doesn’t just move through the air, it scythes. Although a modern design, it still has classic mid-engined supercar shapes and proportions. The visible engine is a typical exotic-car touch. 

The new addition for 2021 is the option of Long Beach Blue Pearl paintwork, paying homage to an earlier color offered with the first-generation NSX. It also ties in with Acura’s current sponsorship of the famous Long Beach Grand Prix.

CARBON-CERAMIC BRAKE DISCS
An expensive option ($9,900, add $700 for calipers painted in red, silver, or orange — they’re black otherwise), but these brake discs have immense and fade-resistant stopping power. A good thing to have in a car this fast. They’re also 52 pounds lighter than the standard iron discs.

ELS STUDIO AUDIO SYSTEM
For those occasions when an NSX driver is not running a series of fast laps or taming a favorite mountain road, the standard-issue ELS audio system is a genuine treat for the ears.

A well-rounded inventory of standard equipment comes with the 2021 NSX. Such as an electric version of all-wheel drive, 19-inch alloy wheels up front, 20-inch alloy wheels at the rear, LED headlights/taillights, Brembo brakes, rain-sensing wipers, heated/tilt-down side mirrors, active suspension, keyless entry/start, dual-zone automatic climate control, heated seats, leather/Alcantara upholstery, and ambient cabin lighting.

There aren’t any advanced safety features like forward-collision warning or blind-spot monitoring, but there is a multi-view rear camera, an expanded-view driver’s mirror, front/rear parking sensors, and an acoustic vehicle alert system for when the NSX is in quiet hybrid mode.

The infotainment system includes navigation with real-time traffic updates, Apple CarPlay/Android Auto smartphone integration, Bluetooth, two USB ports, and a 9-speaker/580-watt ELS Studio sound system.

The NSX comes in one trim level. Buyers can add more equipment by hitting the options list. The aforementioned carbon-ceramic brake discs aren’t the only big-ticket additions. Acura also offers a carbon-fiber exterior package that includes a special engine cover for $12,600.

A carbon-fiber interior package is also available, as well as a carbon-fiber roof, full leather upholstery, Alcantara headliner, a couple of $6,000 paint options, and satellite radio.

The gasoline/electric hybrid drivetrain in the Acura NSX consists of three electric motors running off a lithium-ion battery pack — one per front wheel, a third inserted between the engine and transmission to eliminate turbo lag — and a twin-turbocharged 3.5-liter V6 using premium gasoline. 

The transmission is a 9-speed dual-clutch unit with paddle shifters mounted beneath the steering wheel, along with a completely automatic mode. Acura’s engineers were able to locate the V6 low in the chassis, optimizing weight distribution and stability.

Twin-turbocharged 3.5-liter V6
Three electric motors
573 horsepower (total system output)
476 lb-ft of torque (total system output)
EPA city/highway fuel economy: 21/22 mpg