At the Performance Manufacturing Center, progress is measured not in millimeters but in tenths of millimeters. During a visit by a reporter and photographer for The New York Times in late July, Tony Thompson, a manufacturing technician, opened and closed the front passenger door of a TLX a dozen times until there was just enough overhang on the rear edge to avoid wind noise at high speed.

Between each action, he slightly adjusted the latch and striker plate. “Got to be perfect,” said Mr. Thompson, a Honda employee for 30 years and one of about 100 handpicked “M.T.s” at the plant.

Henry Ford, while he might applaud the fact that these special Acuras come in only one shade, most likely wouldn’t recognize the fine-tuning that happens at the plant. At the front end of a car, Jayme Cummins shuttles among bins of hardware to create the fascia, aligning the LED headlights above the bumper and measuring the hood panel gaps — the spaces between the sheet metal parts — for any deviations.

At the engine-mounting station, the car bodies are suspended and a platform raises the engine. Technicians first turn the mounting bolts by hand into the subframe, then use sophisticated torque wrenches to tighten them. Patience is required.

Unlike any version of the TLX sedan, the high-end NSX is built at this factory on an aluminum space frame. In that case, “if you run a bolt into the aluminum very fast, the bolt and the aluminum get too hot and will almost weld,” said Jeff Britton, the assembly unit manager at the Performance Manufacturing Center. “Not good.”

The TLX’s 290-horsepower V-6 engine comes from an automated assembly system at a plant in Anna, Ohio (although the NSX twin-turbo unit is assembled by humans there).