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Traditionally, the Honda NSX boasts a mid-engine layout, positioned right behind the driver. However, in the late 2000s, Honda considered a significant shift by relocating the engine to the front. To explore this concept, Honda constructed a prototype that revealed an innovative surprise: a hybrid V8 engine.
This revised version of the NSX was built from Honda’s premier Super GT racer, the GT500-class NSX-GT. The other iterations of the NSX had been in racing since Honda started participating in the JGTC in 1996, but production ended in 2005, necessitating a replacement. Around this same period, Super GT aimed to revise its rules for 2009, intending to require a front-engine design with a maximum engine size of 3.4 liters. To create a test mule efficiently, Honda opted to modify an existing NSX chassis, resulting in a rather unconventional appearance.
Initially introduced in 2007, as showcased in the video, this front-engine NSX was put through testing in late 2009. While this particular model no longer featured the impractical roof scoop seen on earlier prototypes, its design retained odd proportions, combining the familiar NSX cabin with an elongated hood concealing a longitudinally mounted engine. If you’ve heard it, you might agree that it doesn’t sound as impressive—especially when compared to the lively 3.5-liter engine of its predecessor. This is largely due to the fact that this NSX was not merely about engine placement experimentation; it was testing an entirely new powertrain that hinted at both the future of Super GT and the NSX itself.
In terms of internal combustion, the NSX-GT FR Hybrid (as it’s sometimes referred to) was equipped with a 3.4-liter V8 engine adapted from the Formula Nippon (now known as Super Formula). This was combined with an advanced KERS hybrid system, a cutting-edge technology even in Formula 1 at the time. Super GT had shown interest in implementing this technology, and Honda offered this NSX as a development model, sharing insights with competitors like Lexus and Nissan, who presumably contributed to its operational expenses.
However, there were additional developments behind this prototype’s creation, as it wasn’t solely focused on the next-generation drivetrain. It served as a transitional model connecting the previous mid-engine NSX with a different front-engine variant that Honda had in the works.
As reported by Daily Sportscar, which references Japan’s Auto Sport Magazine, this prototype ultimately led to Honda’s next Super GT contender: the HSV-010 GT. This model is notably recognized as Honda’s planned successor to the NSX, featuring a front-mounted, naturally aspirated V10 estimated to be around 5.5 liters. This design would have made it somewhat akin to the Lexus LFA, which was launched in 2010, coinciding with the HSV-010’s race debut.
Regrettably, the HSV-010 (and the potential front-engine NSX) experienced setbacks due to the global recession, which also affected the renowned Lexus. Struggling to sell its premium model, Lexus’ challenges likely influenced Honda’s decision to hold back on launching its own front-engine V10 supercar at that time.
Ultimately, while the HSV-010 competed until 2013, the NSX road car program was abandoned—this despite the absence of the hybrid powertrain initially tested. Honda later integrated KERS into Super GT between 2014 and 2016 and used hybrid technology in its second-generation NSX. Interestingly, this new NSX would also adopt a front-engine layout for racing, as Super GT altered its specifications to require front-mounted turbocharged 2.0-liter engines starting in 2020. Of all the paths taken by the NSX, this scenario might seem the least desirable. The ideal situation would have seen the V10 NSX come to fruition, earning its spot among the supercar legends. Thanks once more, Wall Street.
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