The C engine was produced in various forms for over 20 years (1985–2005), having first been used in the KA series Legend model, and its British sister car the Rover 800-series (and Sterling).

The crankshaft had crankpins offset 30 degrees to provide a low profile engine that fires smoothly and evenly.

The SOHC C27A is a 2.7 L version, with the major upgrade being the addition of a variable length intake manifold, producing up to 132 kW (179 PS; 177 bhp) Applications; non-North America: Applications; North America: The DOHC VTEC C30A is a 2,977 cc (3.0 L) version, producing 270 bhp (274 PS; 201 kW) at 7,300 rpm and 284 N⋅m; 210 lbf⋅ft (29 kg⋅m) of torque at 6,500 rpm, with a 10.2:1 compression ratio.

It utilizes a crankshaft with offset crankpins to achieve an evenly spaced firing interval of 120°, something typically unattainable with a 90° cylinder bank angle.

Honda selected the 90° V6 as the NSX's optimal engine choice, striking a balance between packaging, complexity, and lowering the car's center of gravity.

VTEC allows the C30A to produce a high maximum power level while maintaining a relatively flat torque curve.

Secondary intake plenum engages at 4800 RPM to improve engines breathing ability and broadens torque curve.

With its DOHC layout and its lightweight rotating assembly, the C30A is capable of reliable high RPM operation, but due to its complexity, cost, and use of exotic materials, the C30A was used exclusively on Honda's NSX car.

For NSXs equipped with a 4-speed automatic transmission, Honda used a slightly less powerful version of the C30A, with less aggressive cam timing and producing 252 bhp (188 kW; 255 PS).

The C35A was the first mass-produced engine to use block forged connecting rods contributing to precise balancing and an exceptionally strong bottom end.

[2] Applications: The C35B (name unconfirmed) is a DOHC V6 with VTEC which shares basic design properties with its SOHC non-VTEC counterpart but with more aggressive camshafts and slightly lighter cylinder walls.