From the first-generation NA1 to the second-generation NC1, the NSX is a legend in Honda's sportscar history and although not perfect, it still knows how to pull the right punches in the modern motoring world. As sportscars come and go, the NSX remains one of the all-time greats.
The first-generation NSX, included in Project CARS 3's Legends Pack DLC, is where the story begins. Unveiled at the 1989 Chicago Auto Show as the Acura NSX, the car became a game-changer because of its potential to compete against the world's best exotics. From its all-aluminum construction to its 270HP V6 VTEC engine mounted in the middle, the NSX delivered supercar performance for a moderate price. No wonder Ayrton Senna got involved in the making of this car.
As the NSX's production came to an end in 2005, they've used that void to work on its potential successor and after a decade of trial and error, the revived NSX has been unveiled at the 2015 North American International Auto Show and then went on sale a year later. Inspired from the 2012 NSX Concept, the reborn NSX features a Sport Hybrid SH-AWD system that connects the turbocharged 3.5L V6 engine with three electric motors and a Li-ion battery, making it capable of producing 569HP of power while mated to a 9-speed DCT. Unlike its predecessor which is made in Japan, the reborn NSX is made in the Performance Manufacturing Center in Ohio, a made-in-USA hybrid supercar known the world over.
To see how much the NSX progressed from the NA1 to the NC1, let's find a proving ground to see the evolution in action, and with that, I went to the streets of Long Beach, California, to conduct this experiment. Of course, I've done this one several years ago from another game but it never hurts to conduct such experiments for the fun of it. Let the experiment start.
After a quick lap around the streets of Long Beach, here are the results;
1997 Acura NSX - 1:44.451
2020 Acura NSX - 1:29.502
From the past to the present, the NSX never fails to impress drivers behind the wheel and although they are different, these two generations carried the same game-changing spirit that upsets the motoring world in every way. This is why the NSX is one of the all-time greats and that is the bottom line.
The Mercedes-AMG GT R, the Acura NSX, and the Chevrolet Corvette C8 Stingray are the stars of Project CARS 3 and these machines deserve the respect it needs because these cars truly defined what makes Project CARS 3 great.
Without further ado, let's get to know more about the heroes of Project CARS 3.
First off is the Acura NSX, known as the Honda NSX in the rest of the globe. Ever since Honda revived the NSX after its 2005 discontinuation, the world rejoiced and by many surprises, the modern-day NSX shares nothing in common with the old NSX, although it retains the midship engine layout from its predecessor. Although Japanese in spirit, it was built in the USA, and powering it is a revolutionary Sport Hybrid SH-AWD where the 3.5L V6 DOHC Twin Turbo engine is connected to three electric motors that take care of the Power Drive Unit and a li-ion battery that takes charge on the Intelligent Power Unit, resulting to a total power output of 581PS of power. In its updated version, the NSX features refined chassis components, tires, and software tuning to make it more engaging than before.
Next is the Chevrolet Corvette C8 Stingray. For the first time in Corvette history, the eighth-generation model is now a mid-engined sports car, which most purists call sacrilege. Matching the best of Europe in terms of performance, the mid-engined C8 Corvette is powered by an all-new 6.2L LT2 V8 engine, producing up to 495HP of power and 470lb-ft of torque, while mated to a Corvette-first double-clutch gearbox. With the Z51 Performance Package, the C8 Corvette is armed with Magnetic Ride Control 4.0 which reads the road every millisecond and adapts in about 10 to 15 milliseconds.
Lastly, the Mercedes-AMG GT R. Served as the high-performance version of the AMG GT sports car, it's powered by a specifically-tuned version of the AMG 4.0L V8 BiTurbo engine that produces 585HP of power and 700Nm of torque while mated to a 7-speed AMG SPEEDSHIFT MCT. It does 0-100kph in 3.6 seconds and has a top speed of 318kph. In the recent update, the AMG GT R was made even better with the special PRO variant with improved suspension, lightweight construction, aerodynamics, and appearance.
Now that we get to know about the three hero cars, it's time to find out which of the three PC3 hero cars is the best and with that, it's time to conduct my little experiment at a Tuscan vineyard, which was displayed on the game's official key visual.
Let the experiment begin.
After a quick lap around the vineyard, here are the results;
Corvette - 1:19.593
NSX - 1:18.168
AMG GT R - 1:18.893
The mid-engined, four-wheel drive, hybrid-powered NSX emerged is the winner of this experiment and as a result, this is the best of the three PC3 hero cars. Score another one for the Japanese carmakers.
There is a clear reason why the NSX, the C8 Corvette, and the AMG GT R are the hero cars of Project CARS 3 because these three cars represent the world of motorsports we live in. The NSX represents Asia, the Corvette represents America, and the AMG GT R represents Europe, therefore Project CARS 3 features the world's best cars and racetracks for everyone to take on.
This is the brave new world of motorsport we live in and only the fastest will come out on top.
Good luck and welcome to the world of Project CARS 3.
Earlier, after a little game at Tsukuba on GT SPORT, I crowned the R34 Skyline GT-R as the best Japanese sportscar to emerge from the early years of the Heisei era. Continuing on our farewell tribute to the Heisei era on GT SPORT, it's time to bring in the modern Heisei JDMs. Before you ask, no, you won't see the GR Supra in here because that one hasn't been on sale yet.
As the Heisei era tips to the climax here's how the Japanese car industry progressed so far. For Mazda, the only sporty offering in the SKYACTIV era is basically the ND Roadster, which celebrates its 30th birthday this year, the Lancer Evolution X is the last Lancer Evolution ever made and its reign ended in 2015 with a Final Edition, today's WRX STi is all about conquering the Nurburgring rather than rallying, Toyota wowed us with the 86 (which is made in cooperation with Subaru), Lexus continues to upset the luxury car market with their flagship LC grand tourer, and today's NSX is a hybrid supercar. Out of the modern Heisei JDMs, the R35 Nissan GT-R reigns supreme or is it?
To find out, I'm using the Tsukuba Circuit again to see which one of the modern Heisei-era Japanese sportscars is the top star and I got a little something for it later on so ladies and gentlemen, let's get this show on the track.
After the time of their lives at Tsukuba, here come the results...
Roadster S (ND) '15 - 1:14.018
86 GT '15 - 1:11.302
WRX STi Type S '14 - 1:07.100
Lancer Evo.Final '15 - 1:06.282
LC500 '17 - 1:06.129
NSX '17 - 1:03.377
GT-R '17 - 1:01.974
Here you are, ladies and gentlemen. The R35 is, without a shadow of a doubt, the best modern Heisei-era Japanese sportscar ever made but the question now is, is it really the best Heisei-era car? Check back for the big finish of this Heisei-ending tribute.
Today marks the end of the Heisei era and what better way to pay tribute to this golden era than sampling the most iconic Japanese sportscars emerged from the early years of the Heisei era? Of course, since the Gran Turismo franchise is part of those that were born from the Heisei era, our little game of GT SPORT takes us to the heroes of Gran Turismo, the best Japanese sportscars emerged from the early years of the Heisei era.
The FD-spec RX-7, the original Honda NSX, the Impreza STi, the JZA80 Supra, the R34 Skyline GT-R, and any of the pizza-lamped Lancer Evos are known to be the best of the Japanese sportscars to emerge from the early years of the Heisei era and here in GT SPORT, they have what's greater or nearer as the drivers can get from those Heisei era JDM sportscars.
These Japanese sportscars emerged from the early Heisei years are known to be collectibles for speedo boys worldwide because these cars are notoriously known for its street cred and known to be tuned to wake the neighbors after hours. Whether they can let them roar through the Shutokou by nighttime or living the track life by day, these Japanese marvels are everywhere and whether you love them or hate them, Japan is home to those street machines like these and as a tribute, let's take them to the common battleground for testing cars before hitting Japanese roads; Tsukuba.
Ah, Tsukuba Circuit. If my memory serves me correctly, the Tsukuba Circuit is the favorite playground for the over-the-video motoring program known as Best MOTORing. Over the years, we seen professional drivers across Japan testing out the coolest and the weirdest on this very track they called home. Of course, Best MOTORing may be officially dead several years ago but here in GT SPORT, people can do their Best MOTORing homage on this very track while sampling most of the cars offered in-game, just to give them their first impressions.
With the best JDM cars from the early Heisei era stepped to their very own Holy Land of sampling and time attacking, they are ready for a revue they will remember forever.
It's showtime!
After their Tsukuba revue, here are the results...
Impreza 22B-STi Version '98: 1:07.522
NSX Type R '92: 1:10.581
RX-7 Spirit R Type A (FD) '02: 1:07.700
R34 GT-R V-Spec II Nur '02: 1:06.864
Lancer Evo.IV GSR '96: 1:08.481
Supra RZ '97: 1:07.330
So, there we are. The R34 Skyline GT-R, launched from 1999 to 2002 is without a shadow of a doubt, the best Japanese sports car to emerge from the early Heisei years and no matter the opinion, I placed my fate that this is the best Japanese sportscars to emerge from the early years of the Heisei era.
Next time, let's pit in the Japanese sportscars from the modern Heisei era.
Having Indy hangovers, I went back to the racing capital of the world, the Indianapolis Motor Speedway, and drive cars that possess the same potential as IndyCars of today. From Chevrolet side, I summoned the Corvette Z06, and on Honda/Acura side, I summoned the NSX. Both these sportscars possess some motorsport pedigree it delivers and while these cars are a direct representation of the past and the present, well, that's what I'm here to find out.
I am already familiar with the Corvette C7 Z06 since me and the car first met with some untapped impressions that got me away with it. Although it's now a middle child of the range, its supercharged V8 engine is too much to ignore as well as C7.R-inspired aerodynamics, making it a race car built for the road and track, a best for both worlds. True to my experience, the Corvette C7 Z06 is the kind of car you won't get out until you're fully satisfied with its performance but even if you're happy with it, you still want to keep driving with this Corvette for more.
As a representation of today's world, the NSX hybrid supercar is a very clever masterpiece that shouldn't be overlooked upon. Although it's not as fast as its Euro rivals but such performance and intelligence really made this hybrid worth enjoyable to drive non-stop and while this is all's fair in love and war, the NSX is all about shuffling drivers with its own whim of stroke. Like the original, the NSX really is the king of Hondas, leaving the Civic Type R its own prince and such hierarchy is what made Honda a favorite among speedo boys worldwide.
Chevrolet and Honda have always been longtime rivals in the world of IndyCar, the two opposite sides of the same coin, a little reminiscent of the time the Japanese blown Pearl Harbor and start the war and ended with the Americans dropped a big bomb to Hiroshima. With its road-going equivalents deployed, the American-Japanese rivalry rages on the track and like all good IndyCar drivers, it's not just about impressing their bosses after the race, it's about how good a Chevy or Honda-powered one can do and for the Corvette and the NSX, we're now on a different kind of ballgame.
Ball game aside, it's time to see with the help of these road-going equivalents, it's time to see how the rivalry between Chevrolet and Honda payed off with a quick lap round the GP portion of the Indianapolis Motor Speedway. Time to show the world how these cars can do and which one packs the hardest bite out of their Indy jaws.
With their laps done, it's time to see the results...
C7 Z06 - 1:35.064
NSX NC1 - 1:35.831
By such result, seems that the gap between the past and the present are a .8 of a second apart and because this is an American motorsport, Chevrolet packs the biggest bite than Honda. Homegrown advantage, huh? I'm not surprised by this. I mean come on, this new NSX is made in the USA but in the end, the American has beaten the Asian-American by such margin. Man, I'm going to be in a lot of trouble for this.
The Corvette and the NSX are representatives of longtime rivals in the world of IndyCar and no matter the result, this different kind of American-Japanese war will go on and with a plethora of world-class drivers in store, choosing the side between the Americans and the Japanese is all about playing Game of the Generals.
Of course, I still had my Indy hangovers after this run but like all good heroes and icons, I'll be back and looks like I'll be bringing my snacks for the biggest race ever to happened in the final week of this month. Are you excited for Indy 500? Me too.
From the beginning to its discontinuation up to its revival, the NSX has been one of Honda's all time greats when it first came out in the dawn of the 90's. It was about as awesome to drive as a European exotic but unlike them, the NSX is driver friendly because of its reliability and accessible dynamics that was proven popular among speedo boys worldwide. So, how about a little history lesson round Suzuka?
So, the first of its kind? What is it? Of course, I don't need further explanation about the NSX apart from the fact that the legendary Ayrton Senna involved in the development of this car but what I want tell you about is how the NSX impresses me from the start. Of course, the NSX really is a budget supercar for those who don't have the funds to buy expensive sportscars like the Ferrari F355 or the Lamborghini Diablo, but while the pricing is the party piece for the original NSX, the performance is not what you called exotic standards. Because this is pure "Japanese" inside and out, it's only good for 180kph, the standard top speed for all Japanese cars on the road (with some exceptions to the rule).
It may not be as fast as a European exotic because it's too Japanese in its own but the dynamics are pretty impressive for a Japanese sportscar and even if you're not concentrating, it feels just so nicer to drive as any other JDM car I know. No wonder speedo boys fell in love with the NSX since the very start.
So, what about the facelifted version? Sure, Honda restyled the back, the front, and they replaced the headlights with fixed ones but it still behaves pretty much like the same thing. In the R, it pulls out all the right moves speedo boys really love. Look at the speedo, it now reads up to 300kph, which is not very "Japanese" at all and we love it and unlike today's GT-R, it doesn't have the sat-nav to restrict its speed. However, despite all the back-to-basics approach, the 3.2L V6 engine produces less than 280HP of power so it's not as powerful as its European supercar rivals.
Even though this NSX R is short on power compared to its rivals, the aerodynamics is what impresses the most and because of its aerodynamics courtesy of its new hood, new rear wing, and extensive use of carbon fiber, it's no wonder that it became the first street-legal road car to break the 8-minute barrier from the legendary Nurburgring.
It's hard to miss the original NSX the most because even though Honda stopped making one in 2005, its heritage will not be forgotten and the same thing goes to today's NSX.
With the promise of "Original Must Be Done", the NSX combines tradition with innovation and because it's now a hybrid supercar that is five times less expensive than the Hybrid Hypercar Holy Trinity we are familiar with, it combines performance and efficiency in a same pace.
Like its predecessors, despite all the added power from its 3.5L V6 Turbo engine coupled with three electric motors and a Li-ion battery, it's not as fast as the Europeans but what it makes up from its shortcomings is fly-by-wire brakes that has no physical connection to the pedal because it needs to harvest all that energy to recharge the batteries and the Sport Hybrid SH-AWD works rather very well, resulting to impressive handling that makes you feel like you're driving a Civic while soothing your brows all the way home. And then there's the aerodynamics that can cool all the motors while promising generous downforce in all four wheels.
Well, with all that history lesson done and about, let's see how much the NSX has evolved from the past to the present with a quick lap round the track. Man, it's great to have Suzuka back in the world of Forza and with all of the ingredients here, this is going to be the most interesting history lesson yet!
And now the results...
E-NA1 - 2:41.975
LA-NA2 - 2:37.361
NC1 - 2:27.069
The original NSX made speedo boys driving a supercar less complicating than the Ferrari and with its hybrid successor, it really feels pretty much like the same thing. It's great to have Honda back at making the NSX but as years change, the NSX surely has some room for improvement and if you're listening, Honda, never stop improving. The NSX is a great supercar but when it comes to perfection, be like Nissan. Don't stop improving your beloved masterpiece until it's time to let go.
A GT500-spec Lexus LC became the champion of the recently concluded Super GT season and it's not bad for those who are one with the young jumpstarts that edging the likes of the Nissan GT-R and the Honda NSX in the middle of Japan's premiere touring car championship. So what is it then, this Lexus LC?
That is a tricky one because, by the looks of it, it was heavily inspired by the LF-LC Concept Car from several years ago, making it one of the clearest examples of what happens when a concept car goes into production while retaining most of the striking aspects of the concept car it was based upon. And because it was utilized on a brand new platform, the new model delivers a near-perfect weight distribution that handles like it promised. Of course, while it was powered by the same 5.0L V8 engine from the F lineup but mated with the first-ever 10-speed AT, I wonder what is like driving Lexus' new halo car that promises LFA-inspired thrills like no other?
From what I can tell behind the wheel, this V8-powered Sport GT from Japan is very promising at first and as I kept on driving, the LC500 is still as promising as it was setting off for the first time. I think the Lexus folks used the second-generation Toyota Soarer, which is the first Lexus SC in the world market, as the inspiration for the LC's dynamics and because of the new platform, the new double-joint multilink front suspension, and the Lexus Dynamic Handling, the LC behaves like the Soarer from the last century while promising a well-civilized drive not bad for a grand tourer.
In my mind, the Lexus LC is a Japanese take on the Mercedes-AMG GT because while they're not as superior as their powerful predecessors, they still deliver a show of force purists can't get enough of. Well, the LC is an ideal purists' car because with no turbos or hybrids holding it back, the sonorous tone of its 5.0L V8 engine tweaked specifically for this car is music to their ears and for those who drive it, it didn't matter if today's turbocharged sportscars can beat it in a little game of Top Trumps because, for this car, it's all about being an enjoyable grand tourer made for the most discerning of drivers who want to drive a car that can tour around from one place to another. As I drove the Lexus LC on GT SPORT, it's hard to fathom how good is the ride because the more I keep driving with this car, the more I'm starting to enjoy it and I understand that.
The Lexus LC500 may be Japanese made but it behaves like a European sports car and sounds like an American muscle car it's all about the best of both worlds for Lexus's newest grand tourer that doesn't care about its results at the end of the day and for those who had numerous reasons to hate very fast European exotics, supercharged American muscles, or turbocharged sports cars should look further to this because to you, the Lexus LC is the best car and you would have it than any fast car with an extravagant price tag. Hmph. Only because you are a Gran Turismo fan and since the Lexus LC is now a certified Gran Turismo-exclusive, let's see how much you'll love your new favorite by pitting against its new rivals during their Super GT heydays.
I've been joined by Japan's best supercars, the Nissan GT-R and the Honda NSX, to teach the Lexus LC a painful lesson of what's it doing in GT SPORT for no reason at all. Of course, with these two cars being on every block now and then, they will use their experiences to teach this newbie LC a painful lesson and I went to Suzuka Circuit, one of the Super GT venues, to settle this issue once and for all. Of course, even without GT500 specs, these three latest Japanese sportscars are going to have a blast just like what happened during this season.
The GT-R may be the cheapest of the three but it is the most experienced because having been around for ten years, it continues to improve for the better until the inevitable metamorphosis occurred to our dear Godzilla. Of course, it still grips even with the traction control off, but in the pursuit of precision, the GT-R is known to set blistering fast laps just to demonstrate how much the GT-R has grown since its rebirth ten years ago.
Honda's new NSX may be the most expensive Japanese car sold because of the fact it was imported from America but despite being built in the state of Ohio, it's Japanese at heart and while it's basically a hybrid supercar with a turbocharged V6 in the middle, it still retains the spirit of the original NSX in every way. I know that it has SH-AWD but because it behaves like an Audi R8, it can be downright tricky to get it right because of such nature unheard for hybrid cars. It's amazing that Honda managed to move on from the lackluster CR-Z to the new NSX and I'm amazed by the fact they made hybrid cars engaging enough to break the stereotype.
I already told you about what's like to drive the Lexus LC and now that I have my opinion about these three Japanese sportscars, let's find out what happens when I send these three for a quick lap around Suzuka to see which one is best...
After a hot, well-cool one, and a lap around Suzuka, it's time to see which one is the quickest...
GT-R - 2:28.242
NSX - 2:32.550
LC500 - 2:36.308
Huh, looks like the legend is still going strong when it faces the young upstarts like the NSX hybrid sportscar and the LC grand tourer but still, looks like both the GT-R and the NSX are giving what the Lexus LC deserves because of being a GT-exclusive car.
I know, I may have ruined my experience with the Lexus LC at the end because I called the Lexus LC a Gran Turismo exclusive, and car enthusiasts should know better but despite what went horribly wrong here, the LC is still one of the most enjoyable sports cars you can drive on GT SPORT. It may not be as fast as the GT-R or the NSX but for the thrill of it, the LC500 brings the power to the drivers and despite its technology-induced chaos enveloping this grand tourer, it really is a decent halo car that can pass the candle from the likes of the Soarer and the Lexus LFA.
