From Acura press: The NSX, called "the best driving experience available from anywhere in the world," is updated for 1994 with wider, larger-diameter wheels (16" front, 17" rear) and wider, lower aspect ratio tires. A new color, Brooklands Green, is available, and all exterior colors are now available with a choice of either a black or tan leather interior.
The NSX engine is an all-aluminum, 90-degree, 3.0-liter (2977cc), dual overhead cam, 4-valve per cylinder, V-6 which produces 270 hp at 7100 rpm when mated to the manual transmission, and 252 hp at 6600 rpm when mated to the automatic transmission. The torque rating is 210 lbs-ft at 5300 rpm for both manual and automatic transmissions. The redline for the manual is 8000 rpm, while that for the automatic is 7500 rpm. Fuel cutoff is 8300 rpm for the manual and 7800 rpm for the automatic.
An exclusive electronically controlled Variable Valve Timing and Lift Electronic Control (VTEC) system optimizes volumetric efficiency at both high and low engine speeds. A unique Variable Volume Induction System changes the configuration of the intake system with varying engine speeds, working with the VTEC system to broaden the torque curve and increase peak power output.
To achieve both light weight and durability, the block is made of aluminum alloy with cast-in iron cylinder liners. The crankshaft is a fully counter-weighted forged-steel unit. The cylinder heads are low-pressure cast aluminum. The combustion chamber is a pent-roof design with generous squish area to promote swirland enhance combustion efficiency.The spark plug is centrally located for optimum flame propagation, and features a platinum tip for improved durability and longer service life.
The connecting rods are made of a specially patented titanium alloy. While titanium rods are common in Formula One and other race engines, this is the first application of titanium in a production car. Compared to a steel connecting rod for the same engine, these titanium rods each weigh 190 grams less and are significantly stronger.
Without question, the Variable Valve Timing and Lift Electronic Control (VTEC) system is a breakthrough in engine technology. It convincingly solves the age-old trade-offs between low-end torque and high-end power.
The heart of the VTEC system is a unique camshaft and rocker arm system. For each cylinder's set of two intake (or exhaust) valves, there are three corresponding lobes on the camshaft. The two outboard lobes each have a profile suited for low- to mid-rpm operation. The third, or center, cam lobe has a dramatically different profile designed for longer duration and higher lift; this lobe profile is designed to optimize breathing and horsepower production at high engine speeds. At part throttle and low load operation, this third lobe is inactive and doesn't act on the valves. During high-speed operation, the VTEC computer sends a signal to a spool valve, which in turn delivers engine oil to small pistons in the rocker arms. Oil pressure causes the pistons to slide outward, locking all three rocker arms together. Once locked, the rocker arms are forced to follow the center cam lobe. The cross-over from low lift to high lift occurs in 0.1 second and is virtually undetectable to the driver.