I have heard about the Type-R version but information seems to be scarce on the internet. I'm sure it is lighter and handles better since it is an "R". How does it compare to a stock NSX? Any info and specs would be appreciated. Thanks.

 

i believe and please correct me if im wrong...

The NSX-R is now called the S-Type Zero NSX. Just a lighter and better handling version of the NSX now. Back in 94-95, the car made more power than a stock NSX. But then they upped the block and power anyway a year or 2 later. So now its just a lighter and stiffer version. I believe we have 75 of them here int he states. They were sold as the Alex Zinardi Edition NSX. Wish i had one. Godspeed Z. We are behind you.

How did i do? FASTNSX knows for sure. Im sure someone can correct me where im wrong.

 

The NSX-R was the first Honda to wear the Type-R badging. It has more HP, less weight, recaro seats, real carbon fiber dash trim, red badges, ect. It set the standard for the ITR and CTR. None were sold in the US and they debuted in 93ish.

HTH,

PS the US Alex Zanardi edition wasn't even close to the type-r/ type-s editions they sell in japan.

 

Here you go:

"Available only in Japan. Essentially, it's an NSX stripped down and lightly modified by the factory for track use. Very stiff ride - not very good for the street. 9.8 million yen. The NSX-R is 265 lb. lighter than stock, and it's equipped with a suspension tuned to provide the best possible compromise between racing and acceptable road useMost of the weight savings come from deleting the air conditioning (42 lb.), the undercoating (39 lb.), various electrical equipment (23 lb.), the spare wheel (14 lb.) and the stereo system (13 lb.). Also scrapped are the stock seats, in favor of Recaros that save an additional 38 lb. The NSX-R's bumper beams are also made of aluminum rather than steel.

New wheels reduce unsprung weight by 9 lb., but the reinforced front and rear aluminum subframes and larger shock absorbers add a little more than 5 lb. to the tally.

The powertrain is essentially stock, except that the 274-bhp 3.0-liter V-6 has been blueprinted. Traction control is not fitted to the car, and the final drive ratio has been lowered from 4.06:1 to 4.24:1. The limited-slip differential is twice as stiff as standard. The engine cover has been replaced with a lightweight mesh unit.

Externally, very little sets the NSX-R apart from the stock car, but inside the cockpit you'll immediately notice the wonderfully supportive Recaros, a titanium shift lever and a businesslike Momo steering wheel.

The dash looks a lot less crowded without controls for the air conditioning and stereo (which are both optional), but Honda has retained the electric window lifts, fore/aft electric seat adjusters and the standard door handles and armrests.












[Modified by bb6h22a, 10:36 AM 9/20/2001]

 

you'd think you were trying to sell them the way you're talking about it. good info though.

 

How so? It was beat into my head that all the NSX motors are currently the same. I was under the impresion of 4 different model types in Japan. NSX, NSX-T, NSX Type-S, and NSX S-Type Zero.

HONDA NSX Type-S & S-Zero
The Type-S is lighter by 45kg than the base NSX.
Type S-specific BBS alloy wheels (loses 4kg of weight).
A harder suspension setting.
Furthermore low center of gravity.
MOMO steering wheel.
RECARO bucket seats.
short stroke titanium shift ****.
High Intensity Discharge(HID) headlits with twice the brightness of halogen lamps.

That fits the bill of the Zinardi edition. So what didnt we get? the Recaros and the HIDs? Maybe the ****? I do remember the Zinardi outhandling the stock and it had different wheels that looked similar to the ones i saw on honda's japan site.

Whats the difference? I would like to know.

 

Here is an article on the Zanardi Edition..
http://www.nsxprime.com/FAQ/Media/magazines/cd9907.htm
And here is the review of the Type S Zero
http://www.nsxprime.com/FAQ/Media/ma...week970428.htm

 

Actually, the Zanardi is just a variant of the Type S.

You can read about all the NSX models by clicking here.

 

NS-X R's are now collectors items in Japan...they were sold from 1992 and stopped production in fall of 1995 to market the Integra Type R. The Type S and S-zero (introduced in 1997) are completely different from the Type R...it has a 3.2L compared to the 3L of the Type R. The S-Zero is the fastest of the NSX family with 12 sec 1/4 miles.

 

I would love a Type S Zero in Imola Orange

 

The Zanardi's were supposed to be about the same, however it has been made a strong argument that they are only close, but not quite there. It could be because the Type S Zero is still a lighter car and has JDM short gears which the Zanardi doesnt. Or was it the Type S that was a tad quicker? I dont remember, I have the video and specs around here somewhere.

I also have a JDM NSX brochure booklet around the crib too.

 

If you have an NSX TypeR,you no longer need "mad skillz."

LOL J/K! It's the absolute baddest NSX available from the factory.

 

One: It is fabulously, endearingly noisy (in cutting weight, Honda has pulled out much of the sound deadening material). The V6 behind your head (now up to 290hp) simply howls as the revs soar. A lighter, single-mass flywheel allows for even sharper throttle response, making the car feel more urgent than the standard NSX.

Two: The S.Zero is seriously rapid. At 2800 pounds, the S.Zero is lighter by 212 pounds, than the stock coupe, and it can lap Honda's Suzuka F1 circuit 1.5 seconds faster than the NSX-R, the original, legendary NSX lightweight, born in Japan in 1992. On the road, we're talking about 0-60 mph in 4.5 seconds and 13 seconds flat for the quater mile. Top speed? Reputable independent tests put it at 170 mph.

Three: The S.Zero is very firmly sprung. Like the NSX-R, it was developed primarily for the track. (Honda sees it as kind of a weekend racer.) But it's not as extrerme as the R so, yes, you could even use it for commuting. And it would be fun. Once you're used to the solid chassis feel, raucous V6, brilliant six-speed shifter and muscle-bound steering of the S.Zero, a standard NSX feels pretty tame.

Still no pain, no gain, and ownership of an S.Zero does bring certain sacrifices, such as bidding farewell to creature comforts like cruise control, music and power door locks. Airbags, air conditioning, traction control, power steering, fog lights and the navigation system also disappear. Honda has come up with a new lightweight battery and halved the thickness of the partition glass between the engine bay and cabin (so no wonder the V6 is so vociferous).

On the outside, though the S.Zero remains stuck with styling that is becomming dated. Despite its lightweight trunk spoiler and smart BBS alloys, the S.Zero look pretty much like any other NSX. The S.Zero goes for 9,857 million yen (about $81,000). The snag is that you can't spec any options, not even air conditioning-- a definite must have to combat the awesome heat and humidity of a Japanese summer. The cabin, however, is pretty tasty. inside, the S.Zero gets a pair of new shape Carbon-Fiber Recaros. Those lightweight buckets finished in orange and black look and feel superb. A Momo sports wheel and polished titanium shifter are also part of the package.

The engineers inside Honda's R&D department who gleefully built up this car knew what they were doing. In your Recaro, you're sitting low down, tilted back, in front of that vast panoramic windshield just as in a real racing NSX. The shifter to your left working the new close ratio, six speed gearbox is simply terrific: solid, precise, light, and very fast. Even an F355 cannot compare. The best part of the new NSX 3179cc V6 is its stronger pulling power, especially mid-range, over the original 3.0 liter. The new 3.2 pushes out 224lb ft at 5300 rpm: on paper not much different from the 3.0 liter. But in traffic and especially in the curb-weight freindly S.Zero, the torque effect is forceful indeed. The track figures confirm what you soon discover when you hit the open road: For in gear acceleration or sprinting, the NSX S.Zero is one of the fastest road cars Japan has ever made. Period.

And it has a double wishbone chassis to match. Front Spring rates are more than double those of a new 3.2 liter, and the rears are up two-thirds. Shock rates also have been uprated in a similar fashion. The last time Honda tried this with the NSX-R it created a car happy on the track, but much too stiff for the street, thanks to it's chronic bump-steer. Remmember the NSX? Honda would like you to, but you have to wonder at the marketing wisdom that keeps the best NSX ever to date locked up in Japan. The NSX S.Zero deserves, and demands a wider audience.

 

The Zanardi is similar to the S, not the S Zero. The S Zero is seriously quicker. The S (or Zanardi) is about 100 lbs lighter than the standard coupe, and the S Zero is about 100 pounds lighter than the S. All come with the same 3.2-liter engine and six-speed tranny gear ratios (as do all manual transmission NSX's sold since 1997); the S Zero has a lightened flywheel though.

Read the FAQ to keep from confusing these models.

 

It is called NSX Type S Zero, which should be the fastest NSX coming out of the factory.
NSX R was only in production in early 90s, I guess 91 & 92, then, Honda come out with Type S which is a little bit improvment from Type R, then, finally, is the Type S Zero which is the most stipped down version and indeed, the fastest one....
It has shortes gearing, lightest weight.......no A/C, no P/S as far as I know.

 

The gearing on the S Zero is the same as on all the other manual-transmission NSX's sold since '97.

The six-speed is indeed very nice, but it comes on the other models, too.

 

..the NSX Type S Zero has a shorter final drive than the USDM 97+ NSX's.