Acura NSX Type S
Why 3.8: DougScore 68 and real Type S hardware, but limited-run final-year status made many cars collectibles before they were used.
Layout
Natural habitat
Ride comfort
Sound
Intake Sound Control pipes real induction wail into the cabin and the Type S cracks off shifts with proper pops. But the twin-turbo V6 underneath is muffled, and Active Sound Control adds a synthesised layer on top of it. An honest engine, dishonestly presented.
6-cylinder · hybrid · 7,500 rpm redline · rated 5.7 / 10 for engine sound
Market value
Median asking price, good condition · €157k (2022) → €170k (2026), trending up · illustrative data
Child seats · ISOFIX
There aren't any — strict two-seater.
Same NC1-generation platform and seats as the standard NSX — no ISOFIX hardware; Honda's compatibility chart excludes the whole NSX line.
Final and most powerful NC1-era NSX (600 hp twin-turbo hybrid V6), 350 units built with 300 allocated to the US — no seating or child-restraint changes from the standard NC1 have surfaced.
Honda Japan child-seat compatibility chart (2017, via compactcar.net; same NC1 platform/seats) + NSX Type S production and specification reporting (owner-community sourced, not manufacturer documentation)
The long version
The NC1 NSX finally became the car it should have launched as just as the public had moved on. Type S sharpened the hybrid system, tire, damping and aero enough to make the car feel special, but 350 units and final-year timing turned it into a numbered object almost immediately. The involvement is real; the usage pattern is less so. It is a good companion page to the live NC1 because it shows how a slow-burn failure can become desirable when the badge says final edition.