Yahoo Finance 2017 Acura NSX Hybrid Is the Friendly Supercar
It’s taken Acura 11 long years to come up with a suitable successor to its high-revving, mid-engine NSX sports car. And with one quick drive, we can say it: The NSX hybrid was worth the wait.
Don’t be thrown off by the “hybrid” element of the new NSX, though. As with the original car, the new NSX is a thrilling driver’s car. This is not a hybrid in the Toyota Prius, 52-miles-per-gallon sense. The three electric motors in the NSX are more about putting power efficiently to the road than they are about scrimping pennies at the pump, with the motors supplementing the thrust from the turbocharged engine and motivating the front wheels to enhance traction out of corners. And while the NSX’s EPA-rated fuel economy of 21 mpg combined is decent for a car of this ilk, it’s no better than the nonhybrid Porsche 911 Turbo.
Another sign of the times is that there’s no more traditional manual transmission, a particular shame because the original NSX had one of the slickest-shifting gearboxes ever created. In its place is a smooth and quick nine-speed dual-clutch automated manual with paddle shifters. You can use the steering wheel paddles, but there’s almost no need. The NSX shifts superbly on its own, performing multiple, crisp downshifts as you brake hard for a turn.
There’s another politically correct side benefit to the hybrid: The car’s Quiet setting could be called “neighborhood correct mode” because it allows you to loaf along under electric power up to about 30 miles per hour. The car’s other three modes—Sport, Sport Plus, and Track—each ratchet up the intensity of the drivetrain, suspension, and sound levels. And the electric power works to smooth out the automated manual transmission's tendency to stumble at low speeds.
Make no mistake, this hybrid is all about performance. The combination of the three electric motors, plus a 3.5-liter twin-turbo V6 mounted just behind your head, gives a total output of 573 horsepower and 476 lb.-ft. of torque. With all that power and the pavement-clawing traction, this mighty Acura thrusts forward instantly, snapping your unsuspecting passenger’s head back into his seat. The engine revs speedily to its 7,500-rpm redline, but the snarl from the V6 doesn’t make the hair on the back of your neck stand up like the original. The best way to enjoy this concert of mechanical complexity is to lower the windows in Sport Plus mode and revel in the perfectly orchestrated downshifts, rev matching and all.
As is typical of mid-engined cars, turn-in response is immediate, making it a joy to carve out any winding road with the NSX. But in order to truly explore the car, you’d need a track. The spot-on steering makes it feel like your hands are connected to the front tires.
Point the NSX through a turn at speed and it remains unflappable; it’s so composed that it can make almost anyone look like a hero driver around a racetrack. Its limits are exceptionally high, but as you explore them, the car works with you. You feel the weight transfer when entering a corner and tail-out action is kept to a minimum. Tip into the throttle early out of a corner, and some power routes to the front wheels, differentials doing their trickery, as traction is optimized and driver confidence maximized. The brakes are extremely powerful and confidence-inspiring instead of being grabby like typical hybrids.
As an everyday vehicle, the NSX doesn’t beat you up like most supercars. The adjustable suspension keeps harsh jolts out of the cabin, and even in its stiffest setting there’s a veneer of compliance.
What’s not surprising is that this low-slung sports car is difficult to get in and out of; best limber up with some hot yoga before entering. Once in, slim front pillars and a low hood make for great forward views. The seats are fantastic, with firm yet giving cushions, supple leather, and just the right amount of lateral support, although adjustments are limited.
As with other Acura models, the fussy infotainment system and odd push-button shifter setup annoy. There’s also precious little storage within the cabin, and cargo space is limited in the tiny trunk aft of the mid-mounted engine. But floor the throttle or arc the NSX through a curve, and all is forgiven. Immediately.
If you’re lucky enough to be able to afford the NSX’s $157,800 starting price, you’ll be getting Acura’s first-ever “build-to-order” car. And that car is assembled here in the States, in Marysville, Ohio.
The new NSX is unquestionably a different animal than the car it takes over for—more powerful, high-tech, complex, and sophisticated. Yes, it’s less visceral to drive than the original NSX and perhaps some of its competitors. Purists would say it feels a bit video-gamey at times. But the new NSX has been elevated to a level where it can compete head-to-head with the world’s top supercars.
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