The Type S is a 600PS NSX swansong

Type S in Honda’s lexicon means more of all the important stuff, right? And that’s pretty much what the car unveiled today in Monterey, California, offers. Very much America’s adopted supercar, it hails from the other side of the US in Ohio where all the second-gen NSXs have been assembled since launch in 2016. In its final year just 350 cars are to be built and 300 of them are earmarked as Acura versions for the its “home” country.

Just 50 cars for the rest of the world reflects a degree of apathy the tech-laden multi-motor all-wheel-driver has generated outside the US. Poor sales of the regular NSX saw it come off sale here a while ago, and there is no confirmation the Type S will make a comeback – which might be a shame because Honda is adamant this new version is the quickest, most powerful and best handling production NSX ever.

More power, less weight, more engine cooling, a rapid downshift mode for the dual-clutch transmission, NSX GT3 racecar aero tweaks and bigger batteries for extended electric-only running are the nub of the matter.

Thanks to the racecar turbos running higher boost pressure, the V6 gets a 27PS power boost, taking total system output to 600PS (447kW). Torque is up 22Nm to 667Nm (492lb ft). Higher capacity batteries mean the electric motors (there are three of them) deliver a greater electric-only range in “quiet mode”.

The kerb weight is down by 26kg thanks to a carbon-fibre roof, carbon ceramic brakes, carbon engine cover and carbon interior trim. Under the skin quite a bit of retuning has gone on, a lot of it inspired by the NSX GT3 contender in the US. The transmission, for example, has been tweaked for 50 per cent faster upshifts as well as the incorporating the (now common) rapid downshift mode; when you have nine ratios, it helps if you can shortcut your way through them after all.

The torque-vectoring electronics and adaptive dampers have been optimised for sportier handling while the aero performance (and the styling) benefits from more aggressive front and rear aprons, the large new rear diffuser based on that of the GT3 car. The gloss black forged alloy split-spoke wheels are new, as is the chosen tyre: Pirelli P-Zero.

The enhancements are modest and the weight savings do not make it a light car, still tipping the scales around 1.7 tonnes. Any improvements are so far unsubstantiated by performance; a two second a lap advantage over the regular NSX around the Suzuka circuit is the only indication of how much quicker the Type S is.

The NSX has proven to be a difficult second album for Honda, but, you never know, the Type S might be the car it should have been from the beginning. It is likely though we will never know. Best put it behind us, remember the brilliant first-gen model – and look ahead, as Honda is, at just how good and innovative an all-electric NSX supercar could be.