30 years ago, the Japanese tried to topple Ferrari. It didn't work, even though their NSX was wild enough. Jump back to 2012 when we got a ride.
Expectations aren't exactly high when I climb into the dark NSX cabin. The dark interior can force an otherwise fun-loving person to swallow a glass of happy pills, and the large logo on the steering wheel quickly reminds me of what I'm getting into. A Honda. Not exactly the car manufacturer that has delivered most of the wonders of the car world. Most of the models are called Civic, Accord and Jazz. Choirs that are far from making your heart gallop with excitement. Precisely because of this, my comprehension is not at all clear on the scenario that unfolds when I turn the wheel. Addictive engine sound The starter motor spins and in a split second there is life in the pistons. I put a little weight on my right foot and the roar of the car breaks the morning air. The crank rotates as if it has lost its flywheel, and the sound, uhhh the sound. Take the engine from the first BMW M3, mix it with the grunt of a small-block V8, add a pinch of civilized Japanese V6 and blend it all together. Then you're left with a mechanical smoothie that boasts one of the most intense soundtracks I've ever heard from a Japanese. I put the well-grown gear knob in first and bump off. The steering is unusually heavy, the accelerator response razor sharp, and I already know that this choral ride will not be as boring as feared. The seat is mounted low and far back, yet you have perfect forward visibility as there is no engine to block. It sits behind you. 
Three liters of Japanese engineering An engine ahead of its time when it appeared. Not only does it have the legendary V-TEC system, Honda also just threw a set of titanium connecting rods into the soup as well as a rev limiter that only kicks in at 8,200 rpm! I nail the accelerator to the floor in fifth gear and expect a fireworks display of acceleration. An inferno of pounding decibels will penetrate the engine wall and into the cabin in seconds. But no. In fact, nothing happens. Even a standard Civic would be more fun right now. Only here does it occur to me that the solution lies in a reduction in gearing. In the eighties, Honda had a strong image. Not only did the Japanese build quality cars for the street, they also had a tailwind in Formula 1, where they delivered one winning engine after another. They collaborated with teams such as Lotus, McLaren, Tyrrell and Williams, and in the period 1983-92 Honda's machines reached the top of the podium 72 times. READ ALSO: The next XC90 will be the last Volvo with a combustion engine The success had to be celebrated, and now that the technicians had gained a high degree of technological knowledge on the race track, it was natural to build a street car based on that experience. But to satisfy the management, as part of the process they had to fulfill two goals: the car had to be faster than the European competitors and better built. In particular, the Ferrari 328, which was later revised into the 348 model, was one of the cars that the NSX had to beat. 
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