You might be wondering why we included two shots in the photo series of our NSX, one showing our NSX next to arguably the most important supercar of all time – the McLaren F1 – and the next, the Gordon Murray T.50. Both from a virtually identical perspective to our NSX. Both the McLaren F1 and the Gordon Murray T50 were designed by a designer who, even during his lifetime, was mentioned in the same sentence as designers like Colin Chapman, Ferdinand Porsche, Ettore Bugatti, and a few other brilliant minds in this field. He is considered one of the most important automobile designers/engineers of all time. And now guess which car none other than Gordon Murray was significantly inspired and guided by when, after being tasked with designing the McLaren F1, he set out to create a supercar that would align with his aspirations and vision – to emulate the best of the best and, if possible, to do it as well as possible, or even better. It shouldn't be anything less. You already guessed it? Exactly. It was the Honda NSX. After comparative driving with virtually all supercars of the era, he determined that this Honda NSX was the benchmark against which he should measure himself. After extensive driving at Honda's Tochigi proving ground in one of the NSX prototypes, where he was invited by one of the greatest and most gifted racing drivers – Ayrton Senna – the Honda NSX became the benchmark to be achieved. Due to his Formula 1 career at McLaren – which at the time was powered by Honda engines – Senna had taken on the task of tuning the Honda NSX chassis, playing a key role in practical test driving. Gordon Murray was immediately impressed by the outstanding results of this chassis development, and from that moment on, the NSX's qualities became the benchmark for the ongoing development of his McLaren F1. The Honda NSX became the benchmark to be achieved. According to his own reflection in an interview, Murray drove many laps of the Tochigi Research Center together with Ron Dennis (President of McLaren Cars) and Mansour Ojjeh (TAG McLaren Group Representative), which he describes as follows: "I remember being moved and thinking, 'It's remarkable how our vision is coming through in this car!'" Of course, the engine only has six cylinders. However, the NSX's very stiff chassis is excellent and could easily handle more power. Although I initially thought it would have been better to use a larger engine before driving it, the moment I drove the "small" one, and all the benchmark cars – Ferrari, Porsche, Lamborghini – that I used as references in developing my car (the McLaren F1) also disappeared from my mind. Of course, the car we were going to develop had to be faster than the NSX, but the ride quality and handling of the NSX would become our new design goal." You can find the full interview here, which is well worth reading: A Car Dear to My Heart Perhaps we should mention at this point, just in case, that the previous "benchmark cars" that Gordon Murray mentioned in the interview were not just any Ferraris, Porsches, etc., but specifically the Porsche 959, the Bugatti EB110, the Ferrari F40, the Jaguar XJ220, and other models of similar caliber. We'd like to share one more passage from the long interview worth reading: The air conditioning, for example, is almost undetectable in use and so effective that I set the temperature and pressed the "Auto" button once when I first took delivery of my NSX – and then never touched it again. The car's drive-by-wire throttle – another first – was so linear and natural in its operation that I stole the idea for the McLaren F1 wholesale. The development costs of the NSX must have been enormous. Everything on it is unique. The chassis, powertrain, and even the air conditioning system are unparalleled. That aluminum body was very expensive. The numerous hurdles the NSX overcame to reach production in areas such as spot welding, corrosion, and repairability make it a monumental work in automotive history. The philosophy of creating a car for people is evident throughout. If it were me, I probably wouldn't be obsessed with the aluminum and would have settled for a steel structure with aluminum panels to try to achieve a similar weight reduction. But what I really want to emphasize is the chassis/suspension. It's a groundbreaking use of aluminum." Or we recall an issue of the magazine "sportauto" from the early 1990s, in which Mr. Horst von Sauma, the magazine's chief tester, included the Nurburgring's Nordschleife as a regular feature of his super tests, where each test car had to prove itself. In a comparison test on the Nordschleife, the recently introduced Honda NSX was pitted against the Ferrari 348 and the Porsche 964 Carrera 2 to determine the individual test vehicles' qualities. The Honda NSX beat the two aforementioned test participants by many seconds per lap, which was a major shock in this category and vehicle class. But that was only the beginning, because at the time of the NSX's market launch, all journalists and testers without exception gave the Honda NSX outstanding marks. The surprise was a success, because Honda, until then exclusively focused on small and mid-size cars, launched the NSX; A super sports car that challenged established dream cars like the Ferrari 348 TB and the Porsche 911 Carrera 2 – only to beat these two models in independent comparison tests. That's all for now, dear reader. Regarding the Honda Acura NSX you just received, we'll let the photos speak for themselves and will soon provide you with all the further information that makes this particular example so appealing. You can rest assured that this is a pure sports car. Despite its air conditioning, sound system, power windows, and "small" 3.0 V6 engine. We completely agree with Gordon Murray, whose personal car was a Honda NSX for over six or seven years and 75,000 km. And that was long after the McLaren F1 had been launched and sold...at least, he said in this recent interview during the launch of his new T.50 super sports car that he hadn't seen another car since the early 1990s that was just as suitable for the daily commute to the office in central London as it was for a spontaneous short trip to the South of France, sometimes with a quick stop at the Nürburgring....