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There's a good quote at 4:15 in this video when the drivers are comparing the two cars, "The NSX feels more like I'm driving myself, but the GT-R helps driver". I'd rather rely on my skills as a driver, than a computers ability to compensate for my weaknesses.
There's a good quote at 4:15 in this video when the drivers are comparing the two cars, "The NSX feels more like I'm driving myself, but the GT-R helps driver". I'd rather rely on my skills as a driver, than a computers ability to compensate for my weaknesses.
NSX-R GT is a great car, but there are many other just as good if not better competitors. IMO.
It depends how you think about it, in some ways the GT is in a league of it's own, separate from other JDM legends, because only 5 were built to comply with super gt production car regulations. Ultimately it's not that much different from a regular NSX, but to collectors with deep pockets owning a 1 of 5 car with an original sticker price of $470k is a special privilege. I tend to think these cars will one day be selling for equivalent prices to the original shelby cobras are now.
A standard NSX or NSX-R is a definite competitor with the other legends. I just wish Honda would realize that the original design is flawless too, drop in a turbo k24, update the electronics a bit and re-release the NSX almost entirely unchanged. Fuckin Japanese accounts, focusing development on economy.
NSX-R GT is a great car, but there are many other just as good if not better competitors. IMO.
NSX-R GT is basically the same as a Type R and in 2002, none of the Japanese domestic competitor could match the 2002 NSX-R (NA2) 3.2L on the track.
Maybe they look close on paper, but stock for stock it was the king until the R35 came out. The 2nd gen Type R did equaled the Ferrari 360 CS's time on the Nurburgring.
Last edited by JoshuaWong; 08-03-2011 at 09:39 PM.
It depends how you think about it, in some ways the GT is in a league of it's own, separate from other JDM legends, because only 5 were built to comply with super gt production car regulations. Ultimately it's not that much different from a regular NSX, but to collectors with deep pockets owning a 1 of 5 car with an original sticker price of $470k is a special privilege. I tend to think these cars will one day be selling for equivalent prices to the original shelby cobras are now.
A standard NSX or NSX-R is a definite competitor with the other legends. I just wish Honda would realize that the original design is flawless too, drop in a turbo k24, update the electronics a bit and re-release the NSX almost entirely unchanged. Fuckin Japanese accounts, focusing development on economy.
would you really put a turbo I4 in a "super car" that will probably be priced along with cars with turbo 6's and V8/10s?
"It's called Sex Panther by Odeon. It's illegal in nine countries... Yep, it's made with bits of real panther, so you know it's good ... They've done studies, you know. 60% of the time it works, every time. "
would you really put a turbo I4 in a "super car" that will probably be priced along with cars with turbo 6's and V8/10s?
Many people consider the pinnacle of Honda V6 engines the c-series that was developed for the NSX; J-series, the next generation of Honda V6 engines, transitioned to sohc and relatively low red lines, which makes sense since it's basically meant for big sedans. That means that realistically a J-series with distinctly different internals and an entirely new head would need to be engineered specially for the NSX, not exactly profitable, just like designing a V10 just for the NSX isn't.
Now, consider that a k20 or k24 would fit nicely inside the current NSX engine bay even with a turbo. Add to that Mugen has developed k20a engines that produce as high as 260hp NA already, and conservative turbo k-series engines produce in the 400-500hp range with ease using aftermarket parts. It seems like the perfect fit to me, not to mention the weight savings.
Many people consider the pinnacle of Honda V6 engines the c-series that was developed for the NSX; J-series, the next generation of Honda V6 engines, transitioned to sohc and relatively low red lines, which makes sense since it's basically meant for big sedans. That means that realistically a J-series with distinctly different internals and an entirely new head would need to be engineered specially for the NSX, not exactly profitable, just like designing a V10 just for the NSX isn't.
Now, consider that a k20 or k24 would fit nicely inside the current NSX engine bay even with a turbo. Add to that Mugen has developed k20a engines that produce as high as 260hp NA already, and conservative turbo k-series engines produce in the 400-500hp range with ease using aftermarket parts. It seems like the perfect fit to me, not to mention the weight savings.
Might as well build the C32B and force induction it. There's no replacement for displacement. A tiny 2 litre inline 4 even with a turbo will struggle with powerband and torque. Even if you attain the same power as a turbo C32B , you wont get the same drivability.
Kind of simple experiment, strap a high rpm turbo on s2k or fd2 in gt5 making 400hp and race a mild na tuned nsx at 400hp in a straight line and the tiny inline4 will get smoked.
Might as well build the C32B and force induction it. There's no replacement for displacement. A tiny 2 litre inline 4 even with a turbo will struggle with powerband and torque. Even if you attain the same power as a turbo C32B , you wont get the same drivability.
Kind of simple experiment, strap a high rpm turbo on s2k or fd2 in gt5 making 400hp and race a mild na tuned nsx at 400hp in a straight line and the tiny inline4 will get smoked.
With the right gearing and a good supercharged you can make a lot of power on a k24 or f20b and easily compete with the c32b and other 6 cyl engines, besides, the nsx isn't a straight line car.
NSX-R GT is basically the same as a Type R and in 2002, none of the Japanese domestic competitor could match the 2002 NSX-R (NA2) 3.2L on the track.
Maybe they look close on paper, but stock for stock it was the king until the R35 came out. The 2nd gen Type R did equaled the Ferrari 360 CS's time on the Nurburgring.
Just cause its the fastest doesn't mean its the king.
I.E. I think the best skylines in order are R32, R34, R31, 2000GTR(C10 series), R33, R35 (i know there are others but these are the ones i find that truly define the skyline name)
I find that something that should be king because its influential. 240Z and C10 series were here before the NSX was even made and they're not nearly as "fast" as an NSX or any other 1992 - 2011 JDM machine. And what about the RX7? Rotary engine is still used in RX cars today.
I think instead of using the word king we should use iconic.
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