1997 Acura NSX Coupe
Formula Red
404hp@7100
299tq@5500
BESTuner: 95VR6GTi
Deep Forest Raceway:
117.691
No Driving Aids
Introduction:
This is my initial application to be a part of the BESTuners thread on gtplanet.net. I would like the reader to know that the set-up I am providing is supposed to accomplish 2 things. The first being a stable, fun to drive, performance set-up that is suitable for both experienced and amateur drivers alike. The second is the ability to transform the car back to its original stock form at any time by excluding non-removable parts regardless of their advantages in power and weight. My concentration when I tune cars is more grip, rather than drift. This gives the driver an easy set-up to change, if needed, while also displaying grip characteristics to those who usually do not drive in that way. (This intro was specifically for the BESTuners members and should not be displayed on the forum if it should make it there.)
Exterior:
Acura, Hondas luxury brand for the United States, offers cars ranging from the Integra-derived RSX to the Pilot cousin MDX. Among the alphabet soup of Acuras automotive naming is the NSX Coupe. Almost identical to Hondas 1997 version (strangely it is .2 inches shorter in length) its a little chunkier than its brother, outweighing it by 92 pounds. While the initial design of the car is somewhat dated, you might consider the phrase If it isnt broken, dont fix it. I believe that is exactly what Honda was thinking. The lines, although sharp and precise, flow very well. These give the NSX a sleek, LM inspired design. The cabin sits comfortably in the center of the body, directly in front of the 3.2L DOHC V6, mid-mounted engine. Although current production of both the Acura and Honda NSX has ceased, this car is sure to stun and awe future generations with both its performance and styling.
Positives:
Let me be the first to tell you that this car drives as if it is on rails. It has the perfect amount of understeer and oversteer to allow the car to react quickly to the drivers reactions. Also, this car sounds great; the addition of the Racing Muffler and the Stage 3 NA tune, give the NSX a lovely growl down low and a wonderful scream at higher RPMs.
When cornering, I find the NSX performs best when used in a slow-in fast-out technique. The first corner at Deep Forest Raceway (DFR) is a prime example of how well the NSX uses this style of driving. Because of the speed you carry from the straight, you might think you would have to brake earlier; this isnt so. The brakes stop the NSX very quickly, allowing the nose to aim the car just to the right of the apex.
The NSX also holds its ground under fast cornering. The final corner before the start/finish line at Deep Forest is a corner that can be taken at very high speeds. I found it easiest to take at a slight drift, turning the wheel to the left AFTER braking but remaining in the same gear.
Negatives:
One of the big problems I have with this car is the power. After tuning to my specifications, the NSX only produces 404hp@7100 and a measly 299ft/lbs of torque @ 5500. This does allow for a car that handles great but not a pure race machine. Also, in 6th gear, the car does pull, but a higher transmission setting would require more power to the wheels.
Another quirk is the braking. Yes, I know I said it brakes well, but only in a straight line. If you do not control your braking properly while cornering the rear end WILL slide out. The section of the raceway in which you must be extremely careful is the blind, quick, switch-back corners after the first two tunnels. The elevation changes throw the car off balance and if you brake when the car is unstable, you can be sure that the rear end will slide out and hit a barrier.
Conclusion:
The NSX is a great car for someone who wants to perfect their Mid-engine driving techniques. Because this car is fairly wide and moderately heavy, it allows a driver to become comfortable with a MR drivetrain before moving on-to lighter, more unstable mid-engine vehicles like the AW11 MR2. By no means is this set-up perfect, I know many of the readers will find it difficult to believe I have omitted non-removable performance parts. Adding these will surely give this NSX more power and control. However, the set-up I have provided is relatively cheap and easy to maintain. Have fun with this car and inform me on any changes that should be made.
Modifications:
Racing Exhaust
NA Stage 3
Sports Chip
Racing Brakes
Brake Balancer
FC Transmission
TP Clutch
Racing Flywheel
FC Limited Slip
Racing Suspension
GT Wing
R3 Tires
Settings:
Brake Balancer: 7/11
FC Limited Slip: 24/36/23
FC Transmission: 12 (lengthened 6th gear slightly)
GT Wing: 12/17
Racing Suspension
Spring Rate: 10.3/12.4
Ride Height: 105/96
Shock Bound: 5/6
Shock Rebound: 7/8
Camber Angle: 1.9/2.2
Toe Angle: -1/1
Stabilizers: 4/5
Formula Red
404hp@7100
299tq@5500
BESTuner: 95VR6GTi
Deep Forest Raceway:
117.691
No Driving Aids
Introduction:
This is my initial application to be a part of the BESTuners thread on gtplanet.net. I would like the reader to know that the set-up I am providing is supposed to accomplish 2 things. The first being a stable, fun to drive, performance set-up that is suitable for both experienced and amateur drivers alike. The second is the ability to transform the car back to its original stock form at any time by excluding non-removable parts regardless of their advantages in power and weight. My concentration when I tune cars is more grip, rather than drift. This gives the driver an easy set-up to change, if needed, while also displaying grip characteristics to those who usually do not drive in that way. (This intro was specifically for the BESTuners members and should not be displayed on the forum if it should make it there.)
Exterior:
Acura, Hondas luxury brand for the United States, offers cars ranging from the Integra-derived RSX to the Pilot cousin MDX. Among the alphabet soup of Acuras automotive naming is the NSX Coupe. Almost identical to Hondas 1997 version (strangely it is .2 inches shorter in length) its a little chunkier than its brother, outweighing it by 92 pounds. While the initial design of the car is somewhat dated, you might consider the phrase If it isnt broken, dont fix it. I believe that is exactly what Honda was thinking. The lines, although sharp and precise, flow very well. These give the NSX a sleek, LM inspired design. The cabin sits comfortably in the center of the body, directly in front of the 3.2L DOHC V6, mid-mounted engine. Although current production of both the Acura and Honda NSX has ceased, this car is sure to stun and awe future generations with both its performance and styling.
Positives:
Let me be the first to tell you that this car drives as if it is on rails. It has the perfect amount of understeer and oversteer to allow the car to react quickly to the drivers reactions. Also, this car sounds great; the addition of the Racing Muffler and the Stage 3 NA tune, give the NSX a lovely growl down low and a wonderful scream at higher RPMs.
When cornering, I find the NSX performs best when used in a slow-in fast-out technique. The first corner at Deep Forest Raceway (DFR) is a prime example of how well the NSX uses this style of driving. Because of the speed you carry from the straight, you might think you would have to brake earlier; this isnt so. The brakes stop the NSX very quickly, allowing the nose to aim the car just to the right of the apex.
The NSX also holds its ground under fast cornering. The final corner before the start/finish line at Deep Forest is a corner that can be taken at very high speeds. I found it easiest to take at a slight drift, turning the wheel to the left AFTER braking but remaining in the same gear.
Negatives:
One of the big problems I have with this car is the power. After tuning to my specifications, the NSX only produces 404hp@7100 and a measly 299ft/lbs of torque @ 5500. This does allow for a car that handles great but not a pure race machine. Also, in 6th gear, the car does pull, but a higher transmission setting would require more power to the wheels.
Another quirk is the braking. Yes, I know I said it brakes well, but only in a straight line. If you do not control your braking properly while cornering the rear end WILL slide out. The section of the raceway in which you must be extremely careful is the blind, quick, switch-back corners after the first two tunnels. The elevation changes throw the car off balance and if you brake when the car is unstable, you can be sure that the rear end will slide out and hit a barrier.
Conclusion:
The NSX is a great car for someone who wants to perfect their Mid-engine driving techniques. Because this car is fairly wide and moderately heavy, it allows a driver to become comfortable with a MR drivetrain before moving on-to lighter, more unstable mid-engine vehicles like the AW11 MR2. By no means is this set-up perfect, I know many of the readers will find it difficult to believe I have omitted non-removable performance parts. Adding these will surely give this NSX more power and control. However, the set-up I have provided is relatively cheap and easy to maintain. Have fun with this car and inform me on any changes that should be made.
Modifications:
Racing Exhaust
NA Stage 3
Sports Chip
Racing Brakes
Brake Balancer
FC Transmission
TP Clutch
Racing Flywheel
FC Limited Slip
Racing Suspension
GT Wing
R3 Tires
Settings:
Brake Balancer: 7/11
FC Limited Slip: 24/36/23
FC Transmission: 12 (lengthened 6th gear slightly)
GT Wing: 12/17
Racing Suspension
Spring Rate: 10.3/12.4
Ride Height: 105/96
Shock Bound: 5/6
Shock Rebound: 7/8
Camber Angle: 1.9/2.2
Toe Angle: -1/1
Stabilizers: 4/5
So I vote yes.
