Guide: A Legendary Moniker is Born - a Historical & Technical Appraisal of the Honda NSX 3.0 Type R
Background
Although upon its release the NSX was widely considered the finest mid-range supercar available, the everyday nature of its set-up left certain customers yearning for a hard core version. Something in the mould of a Porsche Carrera RS was sought; a stripped out high performance lightweight designed for on-track effectiveness rather than comfortable city driving.
The clamour for a factory NSX hot rod came mostly from Honda’s loyal customers in Japan. Obligingly, the firm created a new performance line: Type R.
Later years would see other Honda models undergo the Type R treatment including the Integra, Civic and Accord. Like the NSX Type R, most of these were initially only sold into the Japanese Domestic Market (JDM).
When the NSX Type R was given the green light, Porsche were known to have a Carrera RS version of their latest 911 in development. The standard 911 (along with the Ferrari 348) had been outclassed by the NSX in practically every department. Dynamically, the Honda was the best car by a considerable margin. The NSX only lost out on badge appeal and the 348’s handsome looks.
Honda had every intention of retaining their advantage with the Type R.
Interior
As the standard NSX was compromised to strike a balance between performance and daily driveability, it was the creature comforts that were first to go.
A major weight reduction programme saw the sound deadening, power steering, audio system, spare tyre, air-conditioning, traction control and some of the electrical equipment removed.
The plush electric seats from the standard car were replaced with lightweight carbon-kevlar buckets made by Recaro. These were upholstered in alcantara suede (as opposed to leather) and retained electric fore-aft adjustment.
Alcantara suede was also used for the dash and door panels.
A titanium shift knob was fitted and electric windows were kept for practicality.
The standard steering wheel was replaced with a three-spoke non-airbag Momo item.
Bodywork
Externally, there was little to differentiate the Type R from a standard NSX.
Wire mesh was used for the side intakes and in each corner of the nose where the discarded fog lights originally resided.
A red-backed Honda nose badge was fitted along with an individually numbered plaque on the door sill.
Otherwise, there were no other tell-tale signs that this was the most extreme NSX available.
Chassis
Honda’s pioneering all-aluminium unibody chassis was largely unchanged although, to reduce oversteer and add rigidity, one bracket was added underneath the battery tray and another in front of the radiator.
The double wishbone suspension with forged control arms was modified to make it more track-oriented. Anti-roll bars, bushes, coil springs and dampers were all stiffened to give more rear-end grip and reduce the spring bias of the original.
As before, braking was via an independent four-channel ABS system with 282mm ventilated discs all round.
Lightweight forged alloy wheels were supplied by Enkei. The sizes were unchanged; they measured 15 x 6.5-inches at the front and 16 x 8-inches at the rear.
A standard 70-litre fuel tank was retained.
Engine & Gearbox
The all-alloy three-litre 90° V6 fitted in the Type R was blueprinted and given a balanced crankshaft.
Peak output was officially unchanged with 270bhp at 7100rpm and 210lb-ft at 6500rpm. However, this was a ruse to avoid Honda having to re-apply for type approval. The true power output was reputedly closer to 290bhp.
Like the standard motor, the Type R came with VTEC variable valve timing, dual overhead camshafts for each cylinder bank, a 10.2:1 compression ratio and Honda PGM-F1 electronic injection.
Bore and stroke of 90mm and 78mm respectively resulted in an overall displacement of 2977cc.
The Type R’s five-speed manual gearbox was given a higher final drive ratio (4.235:1 instead of 4.06:1). This resulted in faster gear changes and improved acceleration at the expense of a little top speed.
A higher locking limited-slip differential was also fitted.
Weight / Performance
Thanks to the various weight saving measures, NSX Type Rs tipped the scales at 1230kg, some 140kg lighter than the standard variant.
Because of the higher final drive ratio, top speed dropped from 168mph to 163mph.
The 0-62mph time went from 5.5 to five seconds flat.
Options
Customers could re-instate various comfort equipment to include air-conditioning and a stereo.
Also available was a carbon fibre interior trim package with inserts for the instrument fascia, centre console and doors.
Wheels painted Championship White was another option.
Production
The NSX Type R was launched at the Tokyo Motor Show in October 1992 and production began in November.
Production Changes
In 1994, the new seven spoke wheels fitted to the rest of the NSX range arrived. They measured 16 x 7-inches at the front (up from 15 x 6.5) and 17 x 8.5-inches at the rear (up from 16 x 8).
The gear cut method was also changed to reduce noise.
Upgrades made in 1995 included a lower second gear ratio and Torque Reactive limited-slip differential.
End of Production
The NSX Type R was discontinued in September 1995.
By this time, 483 had been built, all of which were right-hand drive and destined for the Japanese Domestic Market.
Text copyright: Supercar Nostalgia
Photo copyright: Honda - https://global.honda/
