From Acura press: The NSX-T model introduced during the 1995 model year, which features a removable roof panel, broadened the appeal of the NSX. It also succeeded in maintaining the extremely high levels of performance and sophistication established by the NSX coupe.
Technological achievements include an optional Formula One-inspired SportShift automatic transmission with a unique steering column-mounted electronic shifter; a drive-by-wire throttle system and standard variable, electric power-assisted steering (EPS), a compact and efficient system pioneered in the first-year NSX equipped with automatic transmission.
The 1997 NSX/NSX-T took a giant step forward in performance with several major enhancements - the most notable of being a larger, more powerful 3.2-liter, 290 hp, V-6 engine with a 6-speed manual transmission.
Other significant engineering updates included larger brakes and improved Antilock Braking System, refinement to the Electronic Power Steering system, application of new aluminum alloys for lighter-weight, high-rigidity body panels, adoption of special heat-reflecting window glass and an antitheft vehicle immobilizer system.
The standard engine on the NSX is an all-aluminum, 90-degree, 3.2-liter (3179 cc), dual overhead cam, 4 valve per cylinder V-6 that produces 290 hp at 7100 rpm and 224 lb-ft of torque at 5500 rpm. It is mated to a 6-speed close-ratio manual transmission. Redline is at 8000 rpm.
The optional electronically controlled 4-speed automatic transmission comes with an all-aluminum, 90-degree, 3.0-liter (2977 cc), dual overhead cam, 4 valve per cylinder V-6 with 252 hp at 6600 rpm and 210 lb-ft of torque at 5300 rpm. Redline is at 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. The 3.2-liter engine boasts a stainless steel exhaust header system to improve engine breathing.
To achieve both light weight and durability, the engine block is made of aluminum alloy. While cast iron cylinder liners are used on the 3.0-liter engine, the cylinders on the 3.2-liter V-6 are made using an advanced metallurgical technique called Fiber Reinforced Metal (FRM), in which an ultra lightweight alumina-carbon fiber is cast into the traditional aluminum alloy for enhanced rigidity. This process not only allows displacement to be increased without increasing bore centers, it provides outstanding cooling characteristics.
The 3.2-liter engine has cylinder bore surfaces consisting of a 0.5 mm-thick layer with fibers of carbon and alumina (aluminum oxide, or Al2O3) in the aluminum alloy. In production, the cylinder block's aluminum alloy is poured around cylinder cores composed of these two fibers. The cores absorb the molten aluminum during the casting. After casting, the cylinders are bored to a slightly smaller diameter than the outside diameter of the cores, leaving a tough, wear-resistant, composite cylinder wall integral with the block but reinforced by the fibers. The process allows larger bores within the same external block dimensions and bore spacing, and makes open-deck block construction possible.
This is appropriate for the 3.2-liter NSX engine's higher performance level. The elimination of iron cylinder liners, allows a weight reduction of 2.4 kg for the larger displacement engine.