From Acura press: The mid-engine, 2-seater NSX is powered by an all-aluminum, 3.0-liter V-6 which produces 270 hp and 210lbs-ft of torque. The normally aspirated engine is equipped with dual overhead cams, four valves per cylinder, a Variable Valve Timing and Lift Electronic Control (VTEC) system, and a Variable Volume Induction System intake configuration.
The engine also offers Programmed Fuel Injection (pGM-FI) and a direct ignition system that uses an individual coil mounted atop each spark plug instead of a single coil for the entire system. A 5-speed manual transaxle is standard, with an electronically controlled 4-speed automatic with Formula One-inspired SportShift mode available as optional equipment.
The chassis features all-aluminum construction for light weight. The 4-wheel independent double-wishbone suspension also features aluminum-alloy control arms and hub carriers front and rear, and aluminum subframes for the front and rear suspension. The braking system features ventilated 4-wheel discs front and rear, and an advanced 4-channel Anti-Lock Braking System (ABS).A sophisticated Traction Control System (TCS) has been designed to help limit wheelspin and enhance control on slippery surfaces.
Beginning with the 1995 model year, the NSX is now available in hardtop or removable top models. Both models have been engineered to meet 1997 federal side impact standards.
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 210Ibs-&at 5300 rpm for both manual and automatic transmissions. The red line of the manual is 8000 rpm, while that of the automatic is 7500 rpm.
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 counterweighted 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 swirl and 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.