3,179 cc C32B V6 (290 bhp and 224 lb·ft) (1997+ 6MT)
Curb weights: 3010 pounds (US-spec 1991 NSX)
3090 pounds (US-spec 1997 NSX-T)
3160 pounds (US-spec 2001 NSX-T)
QUOTE
Upon its release in 1990, the NSX was a design concept well ahead of its time. At only 1,170 mm (46 in) in height (only 141.3 mm (5.56 in) taller than the legendary Ford GT40), the car showcased Honda's cutting edge racing pedigree and technology at a time when the company were literally making history while totally dominating Formula One motor racing. The Japanese car maker's race track innovations and competitive history were further exemplified on the road by the NSX's ultra-rigid, ultra-light all aluminum monocoque chassis, all aluminum suspension, boasting the world's first production car with titanium connecting rods, with forged pistons and ultra high-revving capabilities — the redline was at a lofty 8,000 rpm - all traits usually associated with track and race engineered motor cars.
In 1995, in North America, the NSX-T replaced the standard coupe entirely as the only trim available, with the notable exceptions of the Zanardi Edition NSX in 1999 and a handful of special ordered post-1997/pre-2002 3.2 liter coupes. The removable roof reduced the chassis rigidity of the NSX and added about 100 pounds (45 kg) of structural reinforcements. In addition to this major change, the suspensions have also been softened to improve ride, comfort, and tire wear, at the expense of ultimate handling. The suspension redesign was also intended to reduce the sudden-oversteer problems that plagued most mid-engined vehicles.
1997 brought the biggest changes to the performance of the current generation NSX for the Japanese domestic versions and abroad. For 1997 engine displacement increased from 3.0 L to 3.2 L. This new 3.2 L C32B engine gave it slightly more rated power: from 277 PS (204 kW; 273 hp) to 280 PS (206 kW; 276 hp) while torque increased from 285 N·m (210 lb·ft) to 305 N·m (225 lb·ft) (manual transmission only). The 4-speed automatic model still used the 3.0 L engine and power output. Another big change was the adoption of the 6-speed manual transmission. The combination of slightly-increased power and torque, 6-speed manual gearbox, and optimized gear ratio produced improved straight-line acceleration. The new NSX rang up better numbers than the power and torque improvements may suggest over previous model NSXs. 0-60 mph time dropped from 5.4 seconds to as low as 5.0 seconds for the NSX-S Zero. Other notable changes include a brake rotor size increase from 12 in (300 mm) to 13 inches (330 mm) — which necessitated larger wheels and tires, a new aluminum alloy to further reduce weight and increase rigidity, and a transponder in the key.
In 1995, in North America, the NSX-T replaced the standard coupe entirely as the only trim available, with the notable exceptions of the Zanardi Edition NSX in 1999 and a handful of special ordered post-1997/pre-2002 3.2 liter coupes. The removable roof reduced the chassis rigidity of the NSX and added about 100 pounds (45 kg) of structural reinforcements. In addition to this major change, the suspensions have also been softened to improve ride, comfort, and tire wear, at the expense of ultimate handling. The suspension redesign was also intended to reduce the sudden-oversteer problems that plagued most mid-engined vehicles.
1997 brought the biggest changes to the performance of the current generation NSX for the Japanese domestic versions and abroad. For 1997 engine displacement increased from 3.0 L to 3.2 L. This new 3.2 L C32B engine gave it slightly more rated power: from 277 PS (204 kW; 273 hp) to 280 PS (206 kW; 276 hp) while torque increased from 285 N·m (210 lb·ft) to 305 N·m (225 lb·ft) (manual transmission only). The 4-speed automatic model still used the 3.0 L engine and power output. Another big change was the adoption of the 6-speed manual transmission. The combination of slightly-increased power and torque, 6-speed manual gearbox, and optimized gear ratio produced improved straight-line acceleration. The new NSX rang up better numbers than the power and torque improvements may suggest over previous model NSXs. 0-60 mph time dropped from 5.4 seconds to as low as 5.0 seconds for the NSX-S Zero. Other notable changes include a brake rotor size increase from 12 in (300 mm) to 13 inches (330 mm) — which necessitated larger wheels and tires, a new aluminum alloy to further reduce weight and increase rigidity, and a transponder in the key.
