The Acura NSX surpassed the original vision of its creators and continues to shine as an example of exhilarating race-car grade performance you can enjoy from a comfortable yet enthusiast-friendly interior. The NSX leverages its light weight and the 290-hp alter ego of its torque-rich engine to reach a high-water mark in production-car performance.

The NSX was the first car in the U.S. to use Variable Valve Timing and Lift Electronic Control (VTEC™), achieving what was previously impossible: generous low-rpm torque and awe-inspiring high-rpm horsepower from the same engine, without turbo or supercharging. VTEC helps the all-aluminum 3.2-liter V-6 engine of the 2004 NSX produce up to 290 hp and 224 lbs-ft of torque. Just like a racing engine, each NSX engine is put together by hand by a single craftsman who takes all the time needed to ensure a perfect fit. The block, heads and pistons are made of aluminum alloys. The connecting rods are titanium. These lightweight yet tough materials keep the engine cool and let it run safely up to 8000 rpm.

With its fiendishly short shift throws and a clutch pedal that feels like a rubber stamp, the NSX lets your mind do all the work. The close ratios of the 6-speed manual transmission offer you precise applications of the engine's awesome power. On its way to the 17-inch wheels, torque passes through a heavy-duty clutch, a 6-speed gearbox that reduces shift load by 40 to 50 percent with dual- and triple-cone synchronizers, and a Torque Reactive Differential that helps you stay in control by limiting spin on the inside wheel as you power out of a tight corner.
A 4-speed automatic transmission is also available by special order.

The NSX suspension is built for performance driving. And unlike many exotics, it's also comfortable to drive around town. As in Formula One cars, the NSX uses an upper and lower control arm arrangement with coil-over nitrogen-filled shock absorbers and stabilizer bars, front and rear. Every linkage component is made of forged or cast aluminum alloy for rigidity and strength, and the reduced unsprung weight improves responsiveness. The 2004 NSX suspension has an increased front spring rate and a thicker rear stabilizer bar than its predecessor

The 2004 NSX comes with larger forged aluminum alloy front wheels, which now match the 17-inch diameter of the rear wheels. All four wheels are strong yet light in weight, giving them input on both sides of the favorable power-to-weight ratio of the NSX. The low-profile, high performance P255/40ZR17 rear tires offer a larger contact patch for enhanced propulsion and control. The P215/40ZR17 front tires are slightly narrower, for sharper steering precision. On front and rear tires, the tread is unidirectional, which promotes even better handling

Accomplishing a heartwarming feat like the NSX takes heartless discipline. It means questioning familiar things others wouldn't think of parting with. Real change is harsh. From the outset, waste was trimmed everywhere in the NSX-from the frame members to the suspension arms to the connecting rods-to achieve leaner, meaner functionality.

Anyone who's sanded away at a wooden race car to come in legit on the morning of the race knows the thrill of eliminating excess. In the creation of the aluminum unibody of the NSX, the sanding was done on a supercomputer, in a process called Finite Element Modeling.Aluminum is a third the weight of steel, but the right alloy and thickness must be calculated for each panel or member in order to achieve the same rigidity. With the doors, hood and deck lid attached, the aluminum NSX body weighs 40% less than a steel chassis of comparable rigidity and impact protection. This weight reduction means there's less mass for the engine to move, leaving more power to devote to quick, agile performance.

The connecting rods in the NSX engine are made from titanium, a material that's stronger than steel yet 30% lighter. While most engines use steel connecting rods, the mass of the steel contributes to the total reciprocating mass inside the engine. When this mass is lighter, an engine can rev higher safely.
In the NSX engine, the use of titanium permits the engine to run safely up to its 8000 rpm redline, which is 700 rpm higher than the same engine could run with steel connecting rods. It's another way in which the NSX engineers went back to the drawing board—in this case, the periodic table— in order to win an extra margin of performance.

Between the steering wheel and front wheels, the NSX employs a complex mix of intervention, responsiveness and forgiveness. The experience of steering the NSX, however, is consistently smooth. An electric speed-sensing power-assist system varies its boost according to road speed. As you reach highway speeds, the boost is suspended and steering response is direct.
Even the steering knuckles of the 4-wheel independent suspension are made of lightweight aluminum for nimble, unencumbered maneuvering. A unique compliance pivot links the upper and lower suspension arms at each front wheel. It helps keep the wheel pointing precisely where you steer it, seemingly immune to bumps and cornering forces that would require steering corrections in other cars

A car that gets you up to speed in hardly any time should also be able to bring you back. The NSX is equipped with powerful 4-wheel disc brakes. The discs themselves are huge, 11.7 inches in diameter in front and 11.9 inches in the rear, and they're ventilated to help prevent heat build-up. Dual pistons in the front calipers help make application even and precise, for firm stopping power. The NSX is the first car ever to have a 4-channel anti-lock braking system (ABS), which controls each wheel independently. ABS helps you retain steering control when braking hard, even on slippery surfaces. Four channels mean superior control, especially when wheels encounter different degrees of slipperiness simultaneously.

In a car without traction control, when you enter a corner on a road with slippery patches, you may start to spin out before you realize what's happening. And then it's often too late to avoid losing control, even if it's only momentary. The Traction Control System in the NSX reduces air and fuel to the engine immediately when it senses a slippery surface, to allow you to regain control. Unlike some other traction control systems, it's engineered to step in even at high speeds. If you prefer driving with old-fashioned wheel behavior on slippery surfaces, you can opt out of TCS with a button on the dash.

The precision of the advanced components in the NSX is a constant inspiration to the craftsmen who put each car together by hand. The car itself promotes a culture of reverence for the expression of engineering ideals. As a result, the NSX is as much a showcase for fit and finish as it is for speed and agility.

Since the first NSX appeared a decade ago, it has delivered reliable performance right out of the gate. When a car is built to extremely high performance standards, qualities like precision, durability and compatibility that account for its success also tend to make it reliable. Aluminum alloy unibody members are designed to handle stresses calculated in supercomputer simulations. Engine components are designed to move with the least possible friction. Spark plugs are platinum-tipped for durability. And before an NSX leaves the factory, it is brought to the high-banked test track at Tochigi, where it is driven at high speed by a trained technician to ensure that it is worthy of your trust.

Every major system of the NSX, from the chassis and body to the engine, is put together under close human supervision. Dedicated craftsmen select perfect matches from rows of components that appear identical to the untrained eye, then hand fit them and test the results against the specifications. This kind of personal attention is nearly a lost art, yet remains absolutely essential for a vehicle as complex and precise as the NSX. Every craftsman that assembles an NSX is highly trained and must already have a distinguished record of 10 years or more in our plants. Every NSX is a monument to a timeless culture of human perfectionism in an age of rampant mass production.

The NSX is available in seven colors, each drawing out different aspects of the aluminum body's character. Beneath the durable, glass-smooth finish of all seven colors is a tradition of dedication preserved in a 27-step finishing process. Once the aluminum body is assembled, it's meticulously cleaned before getting its anti-corrosion and electro-deposition coatings, undercoating, sealing, three layers of primer, a hand wet-sanding, a base coat and a clear coat, with six bakings along the way. At every step, the NSX is scrutinized with critical eyes and knowledgeable hands maintain quality in a way no machine can

The deeply sculpted bucket seats of the NSX position the driver close to the center of gravity, poised to respond to the road with a snap downshift and a nudge of the steering wheel. They also come hand-fitted with glove-soft leather, and power-adjust four ways. A perfect example of how the NSX places you at the outer extremes of automotive performance, while simultaneously elevating your comfort level

When you choose the exterior color of your NSX, you can choose one of up to three interior color schemes that have been selected to suit the exterior treatments. In every color, the glove-soft leather is hand-stitched and hand-fitted, and perforated in the center inserts of each seat for cool, ventilated comfort. Choose Onyx Black for a serious performance ambience, or an exterior-matching color for an authentic, coordinated look. If you select an exterior in Grand Prix White, Berlina Black, Long Beach Blue, or New Formula Red, you have another choice, Camel Leather, which combines a sporting ambience with the crisp comfort of a classic luxury car. The Berlina Black exterior is also available with an alluring Red Leather interior.

To someone at the wheel of a 165-mph sports car, the eyes deliver crucial information. The NSX is engineered to ensure that the driver can take full advantage of the power of the eye, without undue distraction. The mid-engine layout places the cab forward, giving the driver an excellent vertical range of vision even though the hip-point is low. The narrow yet rigid pillars of the window canopy give the driver an exceptional 312° of all-around visibility. The instrument cluster features an "engine block" finish, complete with large, dark-blue background analogue gauges that convey performance data intuitively against a dark blue background. When the headlights are on, the gauges shift to a dark background where scales and needles are illuminated with soft yet distinct amber light.

The removable aluminum roof panel comes off quickly when you rotate a lever on each side, and it's light enough for one person to lift easily. It stows beneath the glass engine cover, without taking up actual trunk space. Drivers who prefer the open-air life may choose to think of it as an emergency roof that's easy to get out in case of rain. Either way, the NSX lets you sunbathe at highway speeds without excessive wind noise, thanks to the contours of the window canopy. Sturdy front and rear pillars help maintain body rigidity and protect the cabin in the event of a rollover. Guide pins in the door windows give them a tight seal against the body, so there is no need for window frames

Throughout the NSX, spatial relationships have been radically rethought to increase performance. This is also true of the Acura/Bose® Music System. Its four self-amplified speakers are precisely positioned to match the interior contours and the position of the listeners' ears. The system's stirring 165 watts come from four strategic points: a subwoofer near the passenger's feet, a mid-range/tweeter behind the seats, and a midrange speaker mounted low and forward on each door. All four are aimed to prevent the nearest speaker from drowning the others out.
The trunk-mounted 6-disc CD changer is a new standard feature, with its functions built into the standard AM/FM stereo cassette controls

Both NSX seats are shaped and positioned for safety as well as comfort. Rigid body components, rocker panels and door beams help redirect impact forces to help maintain the integrity of the cabin. In the cockpit, energy-absorbing surfaces offer further protection. The NSX supplemental restraint system includes dual air bags, which deploy in a frontal impact of sufficient force. The sturdy aluminum-framed seats have firm side bolsters that help to keep occupants positioned firmly in place. The 3-point seat belts come with a pretensioning system that removes belt slack when an impact is detected, to help hold you securely in the seat.

Valvetrain 24-valve DOHC VTEC™
Compression Ratio 10.2:1
Fuel and Induction System Programmed Fuel Injection (PGM-FI) Multi-Point Injection with Variable Volume Induction System (VVIS)
Cylinder Heads Aluminum alloy
Exhaust emissions Low Emissions Vehicle (LEV)(CARB)
Connecting Rods  Titanium alloy
Ignition System Electronic direct ignition
Engine Type  V-6
Engine Block NSX 3.2 MT: Aluminum alloy with fiber-reinforced metal (FRM) cylinder liners.
NSX 3.0 AT: Aluminum alloy with cast iron cylinder-liners 
Horsepower @ rpm
(SAE net) NSX 3.2 MT: 290 @ 7100
NSX 3.0 AT: 252 @ 6600
Bore and Stroke NSX 3.2 MT: 3.66 in. x 3.07 in.
NSX 3.0 AT: 3.54 in. x 3.07 in. 
Torque (lb.-ft. @ rpm) NSX 3.2 MT: 224 @ 5500
NSX 3.0 AT: 210 @ 5300
Redline NSX 3.2 MT: 8000 rpm
NSX 3.0 AT: 7500 rpm
Displacement NSX 3.2 MT: 3.2 liters (3179 cc)
NSX 3.0 AT: 3.0 liters (2977 cc)


Body Type All-aluminum unit body
Front Suspension Independent aluminum double-wishbone with coil springs, stabilizer bar and compliance pivot
Rear Suspension Independent aluminum double-wishbone with coil springs and stabilizer bar 
Steering Electric, variable power-assisted rack-and-pinion
Steering Ratio 18.6:1
Steering wheel turns
(lock-to-lock) 3.24
Turning circle
(curb-to-curb) 38.1 ft
Front Wheels Forged aluminum alloy - 7 JJ x 17
Rear Wheels Forged aluminum alloy - 9 JJ x 17
Front Tires P215/40 R17 83Y
Rear Tires P255/40 R 17 94Y
Anti-Lock Braking System (ABS) Dual diagonal, power-assisted, 4-wheel ventilated disc brakes
Front Disc Brakes Ventilated, 11.7 in. diameter, 1.1 in. rotor thickness
Rear Disc Brakes Ventilated, 11.9 in. diameter, 0.83 in. rotor thickness
Parking Brake Rear, mechanical
Shock Absorbers (front
and rear) Gas-filled with progressive valve technology


Rear-wheel drive/transverse mid-engine

NSX 3.2 MT: 6-speed manual

1st 3.066:1
2nd 1.956:1
3rd 1.428:1
4th 1.125:1
5th 0.914:1
6th 0.717:1
Reverse 3.186:1
Final drive ratio 4.062:1

NSX 3.0 AT: 4-speed automatic with Sequential SportShift™

1st 2.611:1
2nd 1.551:1
3rd 1.025:1
4th 0.684:1
Reverse 1.909:1
Final drive ratio 4.428:1

Recommended Fuel - Premium Unleaded; 91 octane
EPA estimated fuel mileage (city/highway) 17/24*
6-speed manual - 17/24
4-speed Automatic - 18/24

Exterior)
Wheelbase  99.6 in.
Overall Length 174.2 in.
Overall Width  71.3 in.
Height (unladen) 46.1 in.
Coefficient of drag (Cd) 0.32
Coefficient of lift (Cl) Front .073
Rear .025
Frontal Area (A) 19.16 sq. ft.
Air Drag Coefficient (Cd x A)  0.57
Curb Weight
(NSX Coupe/NSX-T)  NSX 3.2 MT: 3153 lbs. MT
NSX 3.0 AT: 3197 lbs. AT
Weight Distribution
(% front/rear)(6MT)  41/59
 
(Interior)
Head Room  36.3 in. (922 mm.)
Leg Room 44.3 in. (1125 mm.)
Hip Room 53.8 in. (1367 mm.)
Shoulder Room  52.5 in. (1334 mm.)
Passenger Volume 48.9 cu. ft.
Cargo Volume 5.0 cu. ft.
Total Interior Volume  53.9 cu. ft.

Vehicle - 4-year/50,000-mile limited warranty
Outer Body Rust-through - 5 year/unlimited-mile limited warranty
3.0-Liter, 3.2-Liter V-6 Engine - First scheduled tune up at 105,000 miles