Produced from 1990 to 1997, the original NSX rewrote what a supercar could be — genuinely usable every day, built with Honda's obsessive reliability standards, and light enough on its aluminium chassis to make far more powerful rivals feel clumsy. It remains one of the most respected Japanese performance cars ever built, and one of the most requested imports we handle.
Overview
NA1 and NA2 are chassis codes tied to engine displacement, not headlight style — a common point of confusion, since every NA1 has the pop-up headlights most people picture, but so did NA2 cars until a 2002 facelift. The NA1 runs the 3.0L C30A V6, hand-assembled at Honda's Tochigi plant with titanium connecting rods (a production-car first) to enable its high 8,000rpm redline, making 270PS with the 5-speed manual. Every NA1 is a coupe until 1995, when a removable targa top became available alongside it. The NA1 Type R (1992–95), JDM-only, stripped 120kg from the standard car with a lighter interior, firmer suspension and an optional carbon/kevlar bonnet — only 483 were ever built, making it one of the rarest and most valuable NSX variants of any generation.
Coupe / Targa (from 1995)
Every NA1 is a fixed-roof coupe until the removable targa top arrives in 1995, sold alongside the coupe for the rest of the NA1 run.
C30A V6, 270PS
Hand-assembled at Tochigi with titanium connecting rods, a production-car first, enabling an 8,000rpm redline unheard of for a V6 of this era.
Auction Pricing
Japanese market data puts standard NA1 coupes and targas broadly from ¥6,000,000 up to ¥15,000,000+ depending on transmission, mileage and originality, with manual cars commanding a strong premium over the rarer automatic. The NA1 Type R sits in an entirely different bracket given its 483-unit production run — clean, documented examples now regularly exceed ¥30,000,000, with exceptional low-mileage cars going well beyond that. Given the values involved, we inspect and verify every car ourselves before you commit to a bid.
What to Check
Timing belt and water pump service history is critical — the C30A is an interference engine, and neglect here causes catastrophic damage. Check power steering pump condition, an early known weak point, along with engine and transmission mount wear and subframe bushing condition. The NSX's all-aluminium body means panel damage requires specialist repair, so inspect closely for any signs of prior bodywork or improper repair technique. Given the car's value and how frequently it's modified, verifying originality and full service history matters more here than on almost anything else on this list.
Import Eligibility
Fully Eligible
Every NA1 cleared the 25-year import threshold years ago, and the NSX is separately listed on the SEVS register given how few were ever sold new locally.
Fully Eligible
The entire NA1 production run cleared the federal 25-year exemption years ago. State registration requirements still vary — see our Import page.
MOT Only
Well past the 10-year IVA threshold, so a standard MOT is all that's needed to register — no IVA test required.
FAQ
Does pop-up headlights mean I'm looking at an NA1?
Not necessarily — NA1 and NA2 refer to the C30A versus C32B engine, not headlight style. Every NA1 has pop-up headlights, but so did NA2 cars right up until a 2002 mid-life facelift switched to fixed HID units. Check the engine code, not the headlights.
NA1 or NA2?
The NA1 is the original, lighter, more analog car and the one with the strongest connection to Senna's development input. The NA2 brought a bigger engine, a 6-speed gearbox and sharper handling. Both are excellent — see our NA2 NSX guide for the comparison.