If you know the top speed of a car and the horsepower that make it to the road at that speed, it’s pretty easy to calculate the approximate wheel horsepower you need to get to other speeds. The increase in horsepower needed to overcome wind resistance goes up as the cube of the speed increase.
Stock NA1s top out at 168 mph according to Honda and according to many dynos, put about 235 horsepower to the wheels at that speed. With the stock fifth gear, final drive ratio, and tire diameter they would reach about 186 mph at redline (see here:
http://nsxprime.com/wiki/Gear_Ratios). That’s about 11% over the stock top speed and to go 11% faster, a car needs to put about 1.11^3 = 37% more horsepower to the wheels. So 323 rwhp at 8000 rpm should let a five-speed pop-up headlight NSX with stock gearing reach redline in top gear.
If your car has stock aerodynamics, you can calculate about how many rwhp you’d need to reach various speeds. Based on your actual gearing and tire sizes, you can calculate how many rpm your engine would be spinning at those speeds. And if you have a dyno chart showing your wheel horsepower at various rpm, you can compare the aerodynamic drag at various rpm to the wheel horsepower available to see what you’re likely to run out of first – rpm or rwhp.
Non-stock aerodynamics throw a wrench into the equation, however. See this thread by Prime member Yankee about how a big rear wing killed his top speed:
http://www.nsxprime.com/forum/showthread.php/107139. And dynos are often woefully inaccurate so in reality, there’s no substitute for real-world testing.
Regarding the TCS: if I leave it on in my 1991 NSX, it prevents my engine from spinning more than 7550 rpm in top gear. If it turn it off, the engine can spin faster and the TCS failure light comes on instead. So the TCS, perhaps unintentionally, acts as a speed limiter.