And then there’s the functional challenge of packaging all of those elements, many of which must work together cohesively to make the NSX feel, as Honda engineers call it, a “human-centric ergonomically enhanced design theme.” Among the countless tricks up their sleeve is an A-pillar that’s been “3D bent and quenched”— that is, heated, bent, and quickly cooled with jets of water, enabling narrower construction and better outward visibility. I could go on about the NSX’s novel engineering details and ambitious goals, but all this leads to the same question: How does it drive?

Climb inside the cockpit and the NSX feels every bit an Acura—natural, comfortable, and smartly ergonomic, with excellent outward visibility and front wheel humps positioned for easy apex placement. Though some clever surfacing and contouring lends a sense of flow to the cabin, there’s nothing terribly groundbreaking here; the space seems to dissolve around you, enabling the driver to focus on the comfortably squared-off steering wheel. The NSX fires up with a healthy cough from the twin-turbo V-6, and the dual-clutch switches smoothly into gear, while a large Dynamic Mode dial toggles through four settings—Quiet, Sport, Sport+, and Track. The modes control everything from throttle mapping and regenerative power patterns to brake pedal feel and suspension damping. For some perspective on the degrees of variability at play, there’s a 25-decibel difference between Quiet and Track—to steal from a certain ‘80s song, a whisper to a scream.

Though the NSX accelerates with eerie smoothness, it is also wickedly quick off the line, dispatching quick revs to its 7,500-RPM ceiling before the transmission seamlessly summons the next gear. Though it feels surprisingly undramatic, there’s a lot going on as the NSX hustles itself to speed: electric motors are handling the low end of the power delivery until the turbochargers kick in, at which point the EV propulsion is tapered off in exchange for good old fashioned internal combustion. Perform the launch control sequence, an easy two-pedal sequence in Track mode, and the blast off is, once again, drama (and almost completely tire squeal) free. The result, however, is staggeringly quick; though Acura hasn’t disclosed an official zero to 60 mph time, they do hint the NSX beats the Porsche 911 Turbo’s 3.0 second figure by a tenth of a click. Hot damn, Acura; who would’ve guessed you’re such a speed freak?

Depending on which mode you choose to tackle the track with, you’ll experience varying degrees of intervention and tightness. Predictably, there’s a bit of safety-inducing understeer in milder settings and more satisfaction to be found in Track, where the front tires seem to find the apex with not-so-predictable ease. You can credit the electronically managed torque vectoring magic for the NSX’s ability to turn and tuck-in when the throttle is lifted; after all, these 3,800 pounds aren’t going to turn themselves. Though it’s capable of impressive athletics for its curb weight, the NSX does so with surprisingly little kickback. There isn’t a whole lot of information funneled through the steering wheel, and the powertrain’s lack of peakiness makes for an undramatic ride. Even brake pedal feel is modulated to within an inch of its life; rather than a physical connection to the hydraulic reservoir, the NSX’s binders use drive-by-wire technology with a force feedback system that alters how the pedal responds based on drive mode and brake rotor temperature. 

Though the automatic transmission is virtually flawless in the Track setting, telepathically holding gears and downshifting when necessary, tapping the paddle shifter unfortunately does not summon an upshift. Also, turning all systems off doesn’t completely remove the digital nannies; when I abruptly lifted off the throttle, the system kicked in to save my bacon. Despite the danger of driving without electronic aids, I would personally prefer a more permissive track mode and that rarest of touches, a real “off” switch for the babysitter.

Despite the near invisibility of all the electronic systems, the two tire choices offer significantly different levels of grip: the standard four-season Continentals grease up and give up the ghost too early, leaving you cautious and leery on the track. The Michelin Pilot Sport Cup 2s, on the other hand, feel grippy and confidence inspiring, delivering dramatically more tenacious road holding.

A second day of street driving on the winding roads between Calistoga and San Francisco put the NSX’s capabilities into a far more comprehensible, real world context. On the high-speed sweepers connecting California’s wine country to the Pacific, the NSX felt hunkered down and capable, rolling with the road’s punches and accelerating and braking with aplomb. Under these conditions the Acura comes across as more comfortable; not that it can’t hold its own on the track, it simply seems more in its element on the road. Despite the ducts, vents and flying buttresses, the NSX presents itself as a grand tourer rather than a wannabe racer, choosing to cosset its driver rather than transmit tangibles like road texture and bump steer to the passenger compartment.

Purists can (and most certainly will) crave more feedback from Acura’s new flagship. But until the inevitable R-Spec track special comes along, the NSX’s disposition will be dialed in for refinement, not raucousness. With an estimated starting price of around $150,000, the new NSX faces the likes of the Mercedes-AMG GT-S Coupe ($130,825), Porsche 911 Turbo ($151,100), and Audi R8 V10 ($153,900). 

Unlike the first-generation’s underdog status, the new NSX’s position in the supercar world is a difficult one to gauge, given how entirely different it is. If you crave the saucy excitement of a track-focused superstar, you might be inclined to think of the NSX as a too-smooth, too-nice way of getting from A to B. 

But if you’re the happy-go-lucky type, you might think of the NSX as a sort of poor man’s Porsche 918 Spyder, a technical tour de force that delivers a good chunk of the performance for a fraction of the cost. It’s too early to tell which side of history this Acura NSX will fall on, but the reincarnation offers a polished and refined take on the age-old supercar formula.