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 210 lbs.-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 (VVIS) intake configuration. The engine also offers Programmed Fuel Injection (PGM-FI) and a direct ignition system which 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 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 Honda R&D-designed Anti-Lock Braking System (ABS). A sophisticated Traction Control System (TCS) has been designed to help limit wheelspin and enhance control on slippery surfaces.
The NSX engine is an all-aluminum,90-degree,3.0-liter (2977cc), dual overhead earn, 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 (VVIS) 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-steel 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.