Rumor has it that Ayrton Senna wasn’t terribly impressed with the first versions of the NSX. His involvement fixed the car’s supposed rigidity issues, but due to the Brazilian’s tense relationship with teammate Alain Prost at the time of development, you have to wonder how much influence he truly had on Honda’s first supercar. Had his career not been in such a fraught state in that period, Senna might’ve been able to improve the NSX even more. Thankfully, there’s another ambitious racer who sought the utmost from his own NSX, and in the last few years, has developed his barking machine to a standard even Senna would approve of.

Alan Simoni is the owner, builder, and driver of this snarling NSX. Aside from that sonorous exhaust note, the real head-turner is the Rocket Bunny kit, which includes a custom hood, mudguards, front splitter, side skirts, tailgate, rear bumper and extractor—all made from fiberglass. The kit widens the car’s track to 75 inches, gives it an unmistakable appearance, and helps trim weight. With lexan replacing the factory glass, the track special weighs in at just 2,315 pounds!

Not having much heft to push around, the powerplant doesn’t need to be extensively modified, but it is. A list of high-end modifications bump the output to 415 hp and 300 lb-ft of torque, improve throttle response, and offer an enviable racing soundtrack. Included in the list are a Toda cam, a Brian Crower stroker kit, Science Kit Of Speed’s carbon suction kit with individual throttle bodies, a 48mm throttle body, and Life Racing’s F88RS ECU.

Thanks to titanium valves, the motor can spin comfortably to 8,000 rpm, where the NSX’s trademark bellow is at its most aggressive. Best of all, that top-end bark is accompanied by the trumpets whistling away—all the sounds a normally-aspirated motor ought to.

The stock five-speed has been retained, but shorter ratios and an OS Giken limited-slip differential helps make the most of the power available. Thanks to Michelin slicks — 250-sections in front and 280-section in the rear — wrapping the KSport 18-inch wheels, traction is no problem. The car exits corners smoothly and cleanly, and never does Simoni look intimidated when tipping in the throttle.

For a car renowned for its capricious nature, this example looks benign, predictable, and reassuring; deploying power neatly and edging slightly towards understeer in most of Mugello’s high-speed corners. Of course, Simoni isn’t thrashing the machine—taking it for a brisk lap would be a more appropriate description. That said, the composure demonstrated at roughly 60 percent of its potential suggests the car could be a force to be reckoned with in the hands of a seasoned professional.

Much of that stability comes from optimal additions to the suspension, including KW Clubsport coilovers, and an improved weight distribution courtesy of the fuel cell relocated to the front. However, some of that has to be credited to Simoni’s clean and conservative driving style. It might not impress the YouTube commenters, but considering how much the man has invested into this gleaming track toy, it’s understandable he might drive a bit on the safe side.