Weblog about Honda NSX

* Chassis: Modular extruded carbon, steel subframes, JAF approval.
* Engine: Custom-built Honda engine, water-cooled V6 Normally aspirated (Longitudial-mounted), 3.494 liters, DOHC, 4-valves per cylinder.
* Power: 500 PS
* Fuel: ENEOS unleaded 100 RON gasoline
* Lubrication: Mobil 1, BP, MOTUL, Elf
* Fuel delivery: Fuel injection
* Wheelbase: 2530 mm
* Length: 4610 mm
* Width: 1900 mm
* Height: 1160 mm
* Weight: Over 1150 kg
* Fuel capacity: 100 Litres
* Clutch: AP C/C 5.5″ 4 plates pull
* Brakes: Alcon, Performance Friction
* Springs and dampers: Showa Double wishbone inboard type
* Gearbox: Hewland 6-speed sequential.
* Spark plugs: NGK
* Wheel rims: RAYS Engineering, BBS F: 13J-18, R: 13J-18.
* Tires: Bridgestone, Dunlop F: 330/40 R18 , R: 330/45 R17 radial slick/treaded rain tires.
* Intake air restrictor: 28.8 mm × 2mm
* Safety equipment: TAKATA 5-point seatbelt, HANS Device
* Team: Autobacs Racing Team Aguri, Dome Racing, Nakajima Racing, Real Racing, Team Kunimitsu.

For use in the Super GT (formerly the All Japan GTC and JGTC), the NSX has been highly modified (as allowed by series technical regulations) with chassis development by Dome, engine development by Mugen, for Honda.

Externally the NSX shape has developed race by race, season to season to the demands of increasing aerodynamic downforce within the regulations. The most notable change is the position of the V6 engine, which is mounted longitudinally instead of transversely as per the roadcar. Similar to the setup used in modern Lamborghinis, the gearbox is located in the center tunnel under the cockpit and is connected to the rear differential by a driveshaft. Engines can either be turbocharged or naturally aspirated, depending on the class and on the rules.

Prior to rule changes beginning in the 2003 season, the Super GT/GT500 NSX was powered by a specially modified version of the C32B V6 engine. Using a stroker crankshaft from Toda Racing, the naturally-aspirated engine displaced 3.5 liters and produced nearly 500 bhp. Beginning in 2003, Honda substituted a highly-modified C30A, augmented by a turbocharger, which also produces up to 500 bhp.

On October 23, 2009, Honda officially announced the end of the mid-engine NSX Super GT’s participation in Super GT racing due to new Super GT regulations that allowed the use of only front engine rear drive cars. The SuperGT NSX’s final event was at the Twin Ring Motegi on November 7-8, 2009.[20] For the 2010 season, the NSX will be replaced with the Honda HSV-10 GT.