From the May 1997 issue of Car and Driver.

The prior time we included an Acura NSX-T in a comparison test (C/D, July 1995), we openly dreamed about securing added power, and we also questioned if a six-speed gearbox might enhance the experience with this superb car. View that story as a note to Santa from a worthy child, since for 1997 Acura has delivered both requests. The updated NSX now includes a sixth gear and a bigger 3.2-liter engine producing 20 more horsepower along with it. (Buyers who select the automatic transmission must settle for the prior 3.0-liter unit.)

The initial five ratios of the fresh transmission are shorter than those in the old five-speed, while the sixth gear is seven percent taller (at 0.72:1) than the previous top ratio. This setup allows quieter travel and improved fuel economy on highways. In practice, at just 2850 rpm at 70 mph, the Bose audio system comes through clearly, hills can be climbed without shifting down, and solid acceleration is available when pressing the throttle.

Acura

Top-gear passing times are slightly slower on the new model than the old one because of the tall sixth ratio. Moving the lever to fifth reveals a strong cruising gear (0.91:1 versus the prior 0.77:1) that delivers quick throttle response. In full acceleration runs, the fresh car outperforms the older version, hitting 60 mph in five seconds flat (versus 5.2) and covering the quarter-mile in 13.5 seconds at 106 mph (versus 13.8 at 103).

The gains are modest, yet the 1995 NSX-T was already quick. Given the smart, lightweight design of the original, it is remarkable that so many improvements could be added. The 3.0-millimeter bore increase was enabled by Honda's fiber-reinforced-metal engine-block tech, which uses thin aluminum liners reinforced with carbon and aluminum-oxide fiber in place of the original steel ones. Removing the steel liners cut weight but called for iron coatings on the aluminum pistons to ensure durability.

To support greater airflow, intake valves grew 1 millimeter to 36 millimeters, and a new stainless-steel exhaust manifold replaces the old cast-iron unit for improved flow. Acura engineers note these revisions above others enabled the power gain. All other advanced NSX engine features remain, such as titanium connecting rods, variable valve timing and lift on all four cams, a variable-volume intake system, drive-by-wire throttle, and direct ignition.

Further upgrades include added structural bracing in key zones and body panels made from alloy that bake-hardens more than prior material, permitting thinner panels without reduced rigidity. The car feels solid on the road, aside from an occasional roof-panel squeak over bumps. It also handles with the same precision as before, helped by steering free of play on center that responds to the slightest wheel input. Acura's electric assist stays mostly out of the way yet communicates road feel to the driver while easing parking efforts.

Acura

Shift effort drops by nearly 50 percent thanks to dual-cone synchronizers on first through fourth gears. The lever can feel stiff when cold and retains a mechanical character rather than silky smoothness, but after a few miles it warms to a light, precise action that invites regular shifts. Larger brake rotors and calipers improve fade resistance and lighten pedal effort. Our 171-foot stop from 70 mph improved by two feet over the 1995 NSX-T.

Overall, the NSX stays a model of automotive excellence, blending exotic performance with daily dependability, a rare mix among mid-engined alloy supercars. Yet at $92,943, up $4198 from last year's NSX-T, it has grown quite costly. Anyone adding one to a holiday list should choose top-quality paper.

Specifications

Specifications

1997 Acura NSX-T
Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door targa

PRICE
Base/As Tested: $92,943/$92,943

ENGINE
DOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 194 in³, 3179 cm³
Power: 290 bhp @ 7100 rpm
Torque: 224 lb-ft @ 5500 rpm

TRANSMISSION
6-speed manual

DIMENSIONS
Wheelbase: 99.6 in
Length: 174.2 in
Curb Weight: 3120 lb

C/D TEST RESULTS
60 mph: 5.0 sec
100 mph: 12.0 sec
1/4-Mile: 13.5 sec @ 106 mph
130 mph: 21.7 sec
Rolling Start, 5-60 mph: 5.9 sec
Top Gear, 30-50 mph: 9.2 sec
Top Gear, 50-70 mph: 8.7 sec
Top Speed (est): 168 mph
Roadholding, 300-ft Skidpad: 0.90 g

C/D FUEL ECONOMY
Observed: 20 mpg

EPA FUEL ECONOMY
City: 17 mpg

C/D TESTING EXPLAINED