Why is the Honda NSX considered Japan's first "supercar"?

Okay, let's talk about why the Honda NSX earned the crown of "Japan's First True Supercar".

When this topic comes up, many car enthusiasts might immediately think of Nissan's "Godzilla" GT-R, or performance beasts like the Toyota Supra or Mazda RX-7. They are indeed incredibly fast and powerful, but within the definition of a "supercar," the NSX differs fundamentally from them.

To put it simply: If the GT-R is like a champion all-round athlete wearing top-tier sports gear and excelling on the track, then the NSX is like an elite secret agent driving a high-tech vehicle in a tailored suit. Both are supremely capable, but their "vibes" are completely different.

The NSX's "supercar" status is primarily defined by these groundbreaking aspects:

1. The "Bona Fide" Supercar Layout

This is the core point. Before the NSX, Japanese performance cars, whether the GT-R or Supra, mostly used front-engine, rear-wheel-drive or front-engine, all-wheel-drive layouts. This means the engine sits at the front, sending power to the rear or all four wheels via a driveshaft. This layout is classic and can produce very fast cars, but it wasn't the "standard formula" for top-tier supercars of that era.

And the NSX? It adopted a mid-engine, rear-wheel-drive (MR) layout.

What is Mid-Engine, RWD? It means moving the entire engine from the front to a position behind the driver's seat and in front of the rear wheels.
Why do this? This placement puts the vehicle's heaviest component (the engine) close to its geometric center. The result is exceptional balance, offering a feeling of "driver-car unity," allowing the car to corner quickly and predictably with direct, responsive handling.

Back then, top European supercars like the Ferraris and Lamborghinis unanimously used this very layout. The NSX was Japan's first mass-produced car to genuinely adopt this "supercar standard form factor." Right from its birth, it stood on the same starting line as legends like Ferrari.

(Illustration: The NSX engine sits directly behind the cabin)

2. Full-Aluminum Body - Then, Sheer "Black Magic"

Nowadays, many premium cars tout the use of aluminum for weight reduction. But in the late 80s and early 90s, giving a production car a full-aluminum monocoque chassis was almost unthinkable – both costly and technically daunting.

Contemporary benchmark supercars, like the Ferrari 348, still relied heavily on steel for their construction. Honda, however, leveraged the experience and technology honed on their Formula 1 tracks, applying it to the NSX. The full-aluminum body provided the necessary structural rigidity while making the NSX over 200 kilograms lighter than an equivalent steel body.

What does a lighter car mean? Faster acceleration, sharper braking, superior handling, and better fuel efficiency. With this feat, Honda showed the world that they weren't just engine builders; they were also at the pinnacle of automotive structure engineering.

3. The Sealed Approval from "The Greatest"

This story cemented the NSX's legendary status. Ayrton Senna, arguably one of the greatest Formula 1 drivers ever, was the ace driver for the Honda-powered McLaren team at the time.

During the final stages of the NSX's development, Honda invited Senna to test the prototype at Japan's Suzuka Circuit. His feedback after driving it was characteristically direct: "I feel it's good, but the torsional rigidity is still too low."

Think about it – this was feedback from "The Greatest!" Honda's engineering team didn't hesitate. They immediately went back to work, ultimately increasing the NSX's body rigidity by a staggering 50%.

This episode bestowed an unparalleled aura upon the NSX. It ceased to be merely a Honda sports car; it became a driving machine personally tuned and endorsed by a Formula 1 World Champion. This "divine endorsement" was something no other Japanese sports car possessed.

4. VTEC Power: Breaking the "Supercar = Unruly" Curse

The NSX was powered by Honda's iconic VTEC (Variable Valve Timing and Lift Electronic Control) engine.

What does this tech do? Simply put, it gave the engine a dual personality. Driving at low speeds in the city, it behaved like an ordinary Honda sedan: smooth, quiet, relatively economical, with good visibility – entirely stress-free for daily commuting.
But press the accelerator pedal hard, and once the revs crossed that "VTEC kicks in yo" point (around 5800 rpm), the engine note would instantly transform into a high-pitched scream, power surged forth, and the car underwent a dramatic metamorphosis into a true performance beast.

This was revolutionary at the time. European supercars then were notoriously "difficult": heavy clutches, low-speed jerkiness, poor visibility, reliability gremlins... Taking them out could be a chore.

The NSX showed the world: a supercar could be perfectly driveable for grocery runs, highly reliable, have genuinely good air conditioning, while simultaneously delivering top-tier driving thrills on demand. It pioneered the concept of the "everyday supercar."

To Summarize

So, the NSX is called Japan's first true supercar not just because it was fast or looked like a supercar. Crucially:

It matched European supercars in its very conception, adopting the mid-engine, rear-wheel-drive layout.
It achieved technical supremacy with innovations like its era-defining full-aluminum monocoque.
It carried the legendary endorsement of Senna, giving its handling credentials unparalleled credibility.
It redefined "supercar," proving peak performance and genuine everyday usability could coexist.

Like a long-gestating statement from Japan's automotive industry, the NSX leveraged Japanese precision, technology, and ingenuity to directly challenge established European royalty like Ferrari, capturing global respect. It wasn't just a car; it was an iconic symbol of the zenith of Japan's automotive Golden Age.