Some more info. and an article on the History of the Acura NSX

By Michael Lamm (www.mph-online)

"YOU MIGHT HAVE NOTICED THAT THE ACURA NSX hasn't changed much in the 15 years since its introduction.That's because it didn't need to. Acura might have sold more NSXs in the past few years if it had updated the car, but Honda's rationality prevented that from happening. The car was ahead of its time, Honda figured, why not let the world catch up to it?

Which it finally has. When it hit the street in August 1990, the NSX was the first supercar with an all-aluminum structure, the first with variable valve timing, and the first with a Variable Volume Induction System (VVIS). More to the point, it was the first truly vice-free exotic (and arguably the first Japanese supercar). When you consider how livable modern Ferraris and Lamborghinis have become, you come to the inevitable conclusion: They all took inspiration from the Acura NSX.

Essentially, the NSX did to supercars what Lexus did to luxury cars: It forced their complacent Euro asses to get their shit together. What's ironic is that back in '91, old-school sports-car people wrote the NSX off as "soulless," and "not a real supercar," and "unsexy." They forgot "tuned by Ayrton Senna."

Despite its age, the NSX still has a sharp technological edge. It's still a crisp handling car, still doesn't compromise quality, and it's still incredibly comfortable inside and out, with a low cowl and a spectacular view over the peaked fenders. Moreover, it's still very fast. The NSX engine, derived from the Acura Legend V-6 but massively improved in every way, initially developed 270 hp and 210 lb-ft of torque, figures that remained unchanged through 1996. According to Car and Driver, those figures gave the 1994 NSX a zero-to-60-mph time of 5.2 seconds. The quarter mile came up in 13.7 seconds at 104 mph.

Compare that with the 1998 NSX, its engine now delivering 290 horses and 224 lb-ft of torque: zero to 60 in 4.8 seconds and the quarter mile in 13.2 seconds at 106 mph (C/D figures again). Seventy-to-zero braking improved from 170 to 164 feet. Cornering stayed the same, at 0.93g.

Now those aren't just good numbers, they're figures that can make any carmaker proud. And Acura sweats those numbers in several ways.

The first is lightness, thanks mainly to aluminum. The entire monocoque body structure is aluminum except for a steel brace across the cowl. The aluminum body panels are heat-treated for toughness, like road signs. And because aluminum oxidizes, Acura gives each car a 23-stage paint job.

The engine block and heads are also aluminum, with a forged-steel crank and titanium connecting rods. The brake calipers and most of the doublewishbone suspension parts are gorgeous aluminum forgings. Result: a curb weight just over 3000 pounds, roughly 450 fewer than the same car made from iron and steel.

Another technological revolution is the engine itself. Honda not only launched the VTEC concept with the help of the NSX (see sidebar), it also introduced the Variable Volume Induction System. This places a magnesium plenum beneath the conventional intake manifold. The plenum connects to the manifold via six butterfly valves. At 4600 to 4900 rpm, the butterflies open by vacuum, and the plenum creates a sonic pressure wave that helps push the fuel/air mixture into the cylinders. Combined with VTEC,VVIS makes turbo- or supercharging unnecessary.

Early NSXs (1991-96) with the manual transaxle used a twin-disc clutch (Acura has always offered an automatic as well). The advantages of multiple clutch plates are compactness, smoothness, low wear characteristics, and less rotational inertia. This last point lets the powerplant build revs faster for quicker rpm-matched downshifts. In 1997, Acura began using a single-disc clutch, but aftermarket suppliers offer kits that allow you to install the twin-disc setup in later cars.

When ordered with the automatic tranny, the NSX came with a detuned version of the 3.0-liter V-6 (252 hp) and electric power steering, an accessory available in 1995 and later models with the manual transaxle.

Standard equipment in all NSXs included an engine oil cooler, power disc brakes with four-channel ABS, traction and cruise control, alloy wheels with Z-rated tires, power windows and door locks, automatic air conditioning, Bose sound, leather upholstery, tilt/telescoping steering column, and an anti-theft system. There were no options on early models, all roofs were painted black (except dark green metallic-painted cars), and color selections for the car were always very limited.

In 1995, Acura made a targa roof available. This version, dubbed the NSX-T, came with 50-odd structural changes, including thicker aluminum body panels, revised roof pillars, triangulated rear strut-tower braces, and additional bracing throughout. The targa roof added about 120 pounds and stowed above the engine cover.

For that one year, 1995, the targa was the only body style available. Acura also softened the 1995 NSX-T's suspension slightly for a more comfortable ride. And although the hardtop became available again for '96, most buyers still chose the targa, which then cost $4000 more than the $79,500 hardtop.

The NSX's most thoroughgoing upgrades came in 1997, when the manual V-6 went from 3.0 to 3.2 liters. Cylinder liners were now of carbon-fiber-reinforced aluminum instead of iron. Valves and rod bearings grew in size, and Acura fitted new, freer-breathing, stainless-steel exhaust manifolds. (The NSX automatic kept the 3.0-liter V-6.)

Also in 1997, the manual transaxle came with six speeds instead of five. First through fourth gears got dual-cone synchros, and even the reverse gear had synchromesh. Reverse also had an electrical lockout so that when the driver shifted into sixth, the car wouldn't go into reverse accidentally. In addition, 1997 models got slightly thicker and stiffer aluminum body panels and new solar glass that allowed 40 percent less heat intrusion. Brake-rotor diameters grew by 0.6 and 0.7 inches front and rear, respectively.

For 1999, Honda introduced the NSX Alex Zanardi Edition and restricted production to 50 copies. The car was named for the driver who brought Honda back-to-back CART championships in 1997 and '98.

For the Zanardi Edition, Acura doubled the stock NSX's front spring rates, stiffened the rear springs by 32 percent, firmed up the shocks, and stiffened the rear anti-roll bar. Inside, red stitching graced the suede-like seats, the console and shift knob got titanium accents, and between the seats sat a plaque with Zanardi's signature and the car's serial number. Zanardi Edition NSXs came only in coupe form, with BBS wheels and no increase in price over the standard NSX hardtop coupe: $87,670.

It wasn't until 2002 that the NSX received any real styling changes, the most noticeable of which were fixed instead of pop-up headlights. New HID lamps gave roughly twice the illumination of conventional halogen bulbs. Subtle revisions to the front airdam and undersurfaces reduced the NSX's coefficient of drag from 0.32 to 0.30. Front wheels went from 16s to 17s, and the rears grew half an inch wider. Suspension settings for 2002 also became firmer, but not nearly as stiff as those on the Zanardi Edition.

By then, though, the NSX was beginning to show its age. And its base price, which topped $90,000 for the first time in 2002, was starting to hinder sales. A Porsche 911 C4 cost $74,156 and the 405-hp Corvette Z06 cost only $50,721. So who was buying NSXs?

Not enough people, it turned out: fewer than 200 in 2004 and an estimated 150 in 2005."