Let's dispense with the obvious: the Acura NSX is not an American exotic. Built by Honda in Tochigi, Japan, about the only thing the NSX has in common with the other three cars in this test is a lofty price tag, in this case around $90,000.

We decided to evaluate the NSX alongside the three American bruisers to see how Acura's philosophy of performance stood up against the classic American ideal. Could a lightweight V6-powered sports car with the engine in the middle be just as fun to drive as the American heavyweights?

First, a little background: Introduced way back in 1991, the NSX was designed to blend aluminum construction with the supreme balance of a midmounted engine in a package that was as comfortable to drive as any other member of the Acura lineup. The design was striking and the performance exemplary but with only minor changes since then, the NSX is no longer the world beater it once was.

Take for instance its engine. With 290 horsepower and 224 pound-feet of torque, the 3.2-liter dual-overhead cam V6 is hardly a match for the 400-plus horsepower V8s and V10s of the Americans. Then consider that you can now purchase a Nissan 350Z with a 287-hp V6 for less than a third of the price and the NSX's popularity looks even more imperiled.

In its defense, even with its relatively modest horsepower, the lightweight aluminum body allows the NSX to turn some pretty impressive numbers at the track. We clocked a 0-to-60 time of 5.2 seconds and a quarter-mile run of 13.6 seconds at a little over 104 mph. Not enough to outrun any of the American muscle, but still quick nonetheless. (It's also worth noting that despite extensive use of aluminum construction, the NSX is still 35 pounds heavier than the Corvette Z06.)

Drag strip runs were never the NSX's strong suit anyway. It was designed to perform its best while snaking through chicanes and pirouetting around apexes. During our rain-shortened track session, the NSX showed brief signs of brilliance as it attacked turns with its high-strung V6 wailing away at full song. Variable valve timing helps the diminutive six-cylinder spread its power across a wide power band that stretches all the way to a lofty 8,000-rpm redline. Although less shifting is required, you're almost happy to oblige as the short-throw shifter is a joy to run through the gears thanks to its slick, precise action.

The midmounted engine gives the car a distinctly different feel than the front-heavy American iron. The car pivots behind you instead of on its nose, a pulse-quickening realization the first couple times around. Like the Viper, its limits are high, but cross them and you better be prepared to gather it up in a hurry. A variable assist steering system dials out all the help at high speeds, allowing for the precise road feel necessary to keep it headed in the right direction.

As capable as it is on the racetrack, the NSX is still relatively tame on the street. The low-slung stance takes some getting used to, but the expansive windshield affords excellent forward visibility. The clutch works as easily as that of any Japanese econobox, and the shifter glides through the gears with the greatest of ease.

If you've ever ridden in an early- to mid-'90s Honda or Acura product, you'll instantly recognize the interior design of the NSX. Big analog gauges surrounded by nondescript control buttons and an obviously dated climate control system. Much like the Viper, the layout is simple, but the quality of the materials is not quite up to the standard of a $90,000 car. The removable targa top is an appealing bonus, but with the Viper now offering a fully functional soft top, the NSX is once again showing its age.

Most forecasters agree that the NSX as we know it is on its last legs. Whether or not it will be fully redesigned or merely put out to pasture is still unknown at this point, but when you're in your 13th year on the market without a major redesign, the vultures start swirling and journalists start wisecracking — just ask GM.

Our experience with the NSX as a yin to the Americans' yang proved that although it's a little long in the tooth and weak in the engine, by virtue of its precise steering, smooth power delivery and nimble handling, it's still an exhilarating sports car that any driving enthusiast would willingly covet. Would any of us choose it over the other three? Not for $90,000, but we hear you can snag a pretty nice one on the used market for half the price — a tantalizing prospect for sure.