Went to Sacramento to go to a meet at Comptech. Wasn't all that much really. A lot of NSXs showed up. Didn't really take much pictures. Mostly everyone was talking but wasn't doing much at all. Well I don't know nothing else to say.

I drove my bf's NSX from Don's shop to the house. LOL...so scaried I don't know why...LOL...it was fun thou

Acurazine Meet @ In-N-Out Burger (Milbrae)

Yesterday well there was an Acurazine meet in Milbrae. I think about seven or more NSX where there. I didn't take any pictures because I didn't have the camera. I think someone is hiding, because he doesn't want to admit something. Trying to make me forget it, yea right still can't believe if it's really his cousin. NOBODY I mean NOBODY hold someone like that unless its their gf. Well they took I guess three or more pics. What the hell this is the NSX blog, oops...NM.

Well anyways, I made a new friend over there. We been talking almost the whole time while the guys were chatting with each other. Talking about what new things they have or things that happen to them or whatever that has to do the NSX.

Starbucks, Monster Park Hangout

Today we went to Starbucks to met up with my boyfriend's friends. Hungout there for a while talking about each others NSX. After that we went to Monster Park to check out other people's car. I had the camera but I didn't take any pictures. Few hours of watching cars drive around the track, we decide to eat somewhere. Below are some pictures taken that day.

Dyno Day

Well Saturday my boyfriend and I went to that Dyno Day thing...

Dyno this Saturday

Haven't wrote anything about the NSX in awhile, well anyways this Saturday the (some)NSX owners will dyno their car. My boyfriend gonna re-dyno his because some people don't believe what came out. So bored LOL..

Acurazine

Yesturday I went to a meet with my boyfriend. It was called Acurazine where all Acura cars get together. It was fun..we all met at Stonestown. We went to several places but I don't remember. The last place we went was some shop...People wanted to dyno their car. My bf did...he was so happy that he got 245 HP on the wheels of his car. He said that that's more than the new ones right now. Heheh I'm so happy for him right now...Well I took a lot of pictures but I'm just to lazy to post at the moment

Monthly Meet at Milpitas

Yesterday I went with my boyfriend to their monthly meets in Milpitas. He said that that was the most people with NSX that ever came. Hehe on out my to the meet, there were 3 NSXs that were spending along the way including my boyfriend LOL. He was trying to catch up with the other two. Most of the NSX people first met up at Starbucks. Dude I forgot the camera so I didn't take pictures. Well pictures were taken by other people and so I took some of them hehe. Everyone talked with each other for few hours I think. Then ate at the Banana Leaf. After we ate a couple of us went for a drive. I think there were four NSXs...yea a black one who was the leader, yellow one, white one and of course my baby's hehe. The place they went was sorta scary because it was like a narrow road. Everytime there was a turn it was scary because you don't know if a car, a person on a bike or whatever will come out. It's like a blind spot. It's a two way road but very narrow. You can hit a car, a person whoever that easily. I'll post pictures up tomorrow cause right now it's late and I don't want to upload any at the moment so be patient...Hehehe

Thunderhill Raceway

Yesturday we went to Thunderhill Raceway. My bf took his NSX to the tracks. We left I think Tuesday at 12 and got there at 4 or 5PM. When we got there we took a peak at the track, ate and slept. Took a picture of a car we saw arcoss from us.


Wednesday we had to wake up so early I mean early hehe naw just kidding we had to wake up around 6 cause we had to get there at 7:45AM. I tooks pictures, not going to post them all, to lazy...hehe. I'll post more when in the mood...hehe





My boyfriend and I. Driving a few times around with me as a passenger. Well we sorta stay the whole day. Well we stayed the whole day actually..We left like 10-15 mins before 5PM. The event was from 7:45-5PM so yea you can say we stayed the whole time just left few mins early hehe. My boyfriend was sorta scared because his brakes wasn't working properly. He said if was fading and that he got to replace them. If was fun thought just looking at everyone driving fast. It's like watching a car race. I thought that was cool. You see different cars racing each other.

SPECs

Model:
Acura 3.2 NSX

General Information

Price [$US] ca. $89,000 (Get the latest price here)

Layout mid-engine / rear-wheel-drive
Drag Coefficient [cd] 0.30
Curb Weight [lb (kg)] 3143 (1425)
Weight Distribution [%f / r] 43 / 57
Trunk Space [cu ft. (L)] 5.0

Overall Length [in. (mm)] 174.2 (4425)
Overall Width [in. (mm)] 71.3 (1811)
Overall Height [in. (mm)] 41.6 (1057)
Wheelbase [in. (mm)] 99.6 (2530)
Track Front [in. (mm)] 59.5 (1511)
Track Rear [in. (mm)] 60.7 (1542)

Steering Rack & Pinion; Power-assisted
Turning Radius [ft. (m)] 19.0 (5.9)
Tires front 215/40 YR17
Tires rear 255/40 YR17

Engine
Type V6; aluminum head and block
Valvetrain DOHC 4-valve/cyl.; VTEC
Displacement [cc] 3179
Bore & Stroke [mm] 93.0 x 78.0
Compression Ratio 10.2:1
Redline [rpm] 8000

Max. Power [Bhp at rpm] 290 at 7100
Max. Torque [lb-ft (Nm) at rpm] 224 (304) at 5500
Bhp/Liter 91.2

Accommodation
Seating Capacity 2
Front Head Room [in. (mm)] 36.3 (922)
Front Leg Room [in. (mm)] 44.3 (1125)

Interior Noise
Idle in neutral [dBA] 52
70 mph coasting [dBA] 80

Gear Ratios
1st 3.07:1
2nd 1.96:1
3rd 1.43:1
4th 1.13:1
5th 0.91:1
6th 0.72:1
Final drive 4.06:1

Suspension
Front Forged aluminum double-wishbone; coil springs, anti-roll bar and compliance pivot
Rear Forged aluminum double-wishbone, coil springs, anti-roll bar

Braking
Front - Brakes 11.7 in. (298 mm) ventilated discs
Rear - Brakes 11.9 in. (302 mm) ventilated discs
70 - 0 mph [ft (m)] 171 (53.1)
60 - 0 mph [ft (m)] 117 (36.4)


Performance*
0 - 60 mph [secs] 4.9
0 - 100 mph [secs] 11.9
1/4 mile [secs at mph] 13.4 at 105.9

Top Speed [mph] 175
Lateral acceleration [g] 0.91

Fuel Economy [City/Hwy in mpg] 17 / 24




*Actual performance results may vary depending on specification of vehicle, road and environmental conditions, testing procedures and driving style. These results should be used for comparison only, and verification should not be attempted on public roads.

NSX Review

INFO From:
JB Car Pages

The Acura NSX was a sensational supercar when it was introduced in 1990, and it remains one of the most sophisticated sports car designs around. It's built a lot like a prototype racing car, made civilized for the street, with many interior fittings straight off the Acura shelf. But sophisticated and racy do not mean fussy and challenging to drive. In the NSX they mean mild-mannered when you need it to be, exciting when you want it to be. And always the focus of attention.

Once, my wife and I had to return two press cars from the driveway to the office: a Chevy pickup and an NSX. I put her in the NSX because it was easier for her to drive. Never mind that I then backed into it while behind the wheel of the truck, because it was so low it ducked under the pickup's rearview mirror.


Model Lineup
Would you like that in Long Beach Blue, Imola Orange, Spa Yellow, Silverstone Metallic, Berlina Black, Grand Prix White or New Formula Red? In 2002 you can even order interiors to match (Vivid Blue, Vivid Orange, etc.). Our vivid Spa Yellow test car came with matching interior, which was louder than we might recommend, although with the roof panel removed, bees seemed to like it.

Actually, there are two de facto models of NSX, although Acura calls one of them merely an option, and the price is the same 89 thousand for either. Base engine is 3.2 liters with 290 horsepower and 224 foot-pounds of torque, mated only to a six-speed manual gearbox. The optional engine is smaller and less powerful, at 3.0 liters, 252 horsepower and 210 foot-pounds, and comes only with a four-speed sequential automatic transmission. It can be manually operated in Sport Shift mode, using a lever on the steering column. Both engines are highly developed versions of the successful Honda V6, with double overhead cams, four valves per cylinder, variable valve and ignition timing, variable volume induction tuning, electronic drive-by-wire throttle control, and more.


The only other options are dealer installed. There's a trunk-mounted six-disc CD changer and keyless entry. The standard sound system is a four-speaker AM/FM radio and cassette, designed and calibrated by Bose for the NSX.


Walkabout
The removable aluminum roof panel, introduced in '95, is standard equipment this year. It clips out easily and is light enough for one person to handle. It's ingeniously stowed under a solid flap inside the hatched rear window, thus taking up no storage space. Which is good, because there's very little. The trunk, behind the engine in the tail, is a surprisingly decent 5.0 cubic feet, but that's it. The nose of the NSX is used for locating the larger components, such as the battery, reservoirs, electric power-assisted rack-and-pinion steering and the space-saving spare tire. There's no room at all behind the seats, nor any useful compartments in the console. The glovebox is mostly filled by the manual, but it could go in the trunk.

The high cost of the NSX can be tied mostly to its technology and construc-tion by hand. The expression "similar to that of a Formula One car" appears repeatedly in the press materials. The all-aluminum chassis has been designed by the best computer programs for rigidity and safety, and the largely aluminum double-wishbone independent suspension is state of the art. Only one pair of human hands touches the engine, which features everything from titanium connecting rods (unique in a road car) to a Direct Ignition system in which each spark plug gets its own coil. Everywhere you turn, there's an expensive design. There's also impressive attention to detail. Fit and finish is of the highest priority, reflected in the fact that our test car, despite having more than 10,000 hard miles, was tight and rattle-free.


Interior Features
The interior might be the exception to no-compromise approach. It's high quality but relatively ordinary (until the optional Vivid colors climb aboard). Acura says it's intended to "evoke the image of a jet fighter cockpit," but it evokes more the image of an Acura passenger car with low-slung seats. Touch-ups for 2002 include some chrome trim and use of black chrome on the elbow-high console.
The instrumentation is clean, simple and efficient with four analog gauges in addition to the big speedometer and tach. We question our own ambiva-lence about the simple switchgear, which should of course be praise-worthy, especially in a car that may be driven at high speeds and will often demand that the driver keep his mind on the road. With the climate and sound system, things actually happen with the push of one button, things you even expect to happen! The problem may be that we've been perverted by expensive German cars; for $90,000 shouldn't there be some high-tech electronic confusion, or magic problematic digital delivery? The fact that the operation is perfectly functional might be the biggest indication that it's dated. Ah, poor Acura, you can't win. But we're with you.

Standard equipment includes power windows and door locks, a tilt and telescopic steering column, alarm system with an immobilizer that prevents hot-wiring, and power seats. The bright banana flavor of the leather seats became less hard to swallow after awhile, but the matching carpet and floor mats were a bit much. At least the leather dash panel, steering wheel, console and top half of the door panels were black.The hand-stitched, perforated leather seats are superb: racers' seats, body-clutching and comfortable. Long hours in the saddle didn't produce a single kink. Buyers probably expect power adjustment in a car of this level, however it does add weight, and this is a car that won't be shared by many drivers, so the worth of the convenience might be debatable, especially if the price could be lowered without it.

The three-spoke steering wheel is good, although not particularly racy, and holds just a couple buttons: horn on the left, and a simple-to-operate cruise control on the right. The cruise control is made more precise by the drive-by-wire throttle system. We especially liked the wheel's two grip bumps, which were ergonomically intelligent. They were useful without getting in the way: small, and located at 2:30 and 9:30.

There's plenty of arm and legroom. Our right knee came in contact with the leather console, left knee with the leather door panel, but it wasn't uncomfortable. However the footwell isn't very roomy; a small deadpedal is squeezed in, and it requires some awareness to find without stumbling on the clutch pedal, which we noticed when driving hard through some country curves in second and third gears.

For such a low car, the NSX is not difficult to climb in and out of. The low cowl allows for a low dash, which allows for low seats providing a low center of gravity; but forward visibility on the highway is still good. However you can't see the front corners over the bulging fenders, or the tip of the nose, so parking is problematic, as it's difficult to judge the distance to an object. At least the bumpers are federally rated at 6 mph.

With the top on, Acura engineers have succeeded in their goal to make the NSX quiet inside; and with the panel removed, there is very little buffeting from the wind, even at high speeds. So the four-speaker Bose sound system is fully and wonderfully usable.


Driving impression
We found ourselves frequently using cruise control to keep from speeding, sometimes even in 45-mph zones. Boring, unfortunately, but almost necessary. A vivid yellow NSX is a ticket magnet. With the cruise control set at 69 on a 60-mph freeway (and getting run over in the fast lane, so add irony and humiliation to the boredom), we were stopped by a State Trooper with radar, who issued a polite verbal warning. Paranoia kind of takes the fun out of driving. The supercar dilemma. But isn't it good to know that the top speed of the NSX has been increased from 168 to 175 mph in 2002, thanks to the improved aerodynamics?
The lowered front air dam and revised trunk lip spoiler are intended to reduce lift at high speeds, and this might be true in the wind tunnel. But we still felt the front end get light at very high speeds, over any slight rise. And with the roof panel removed, not surprisingly, the lift increased; it wasn't unstable, just a clear message from the car. We were on a very remote road, perfectly straight, shared only by tractors that were visible for miles, gorgeous sunny day, speedo showing numbers that were well below maximum but still unwise to print.

In horsepower and acceleration, the NSX gets blown off by its competitors, and when you weigh power against price, it gets worse. The Dodge Viper, Corvette Z06 and Porsche 911 put up 450, 405 and 315 ponies against the NSX's 290, which hasn't been increased since 1997. And you could almost buy two Corvettes for the price of the NSX. So you have to appreciate the NSX for its mid-engine, transverse-mounted design, and its resulting beautiful chassis balance. We've had all of these cars on the track at one time or another, and have found the NSX to be the most enjoyable, at least on a track with a lot of corners and only short straights. At 3153 pounds it's also the lightest of the bunch.
Because this V6 is such an extremely smooth and high-revving engine, with its best power around 7000 rpm and redline at 8000, the NSX is in its element at high speeds, which is not terribly convenient. The most legal fun you can have is accelerating to redline in second gear. It's a cheap thrill, unfortunately followed by the disappointment of having to quickly back off when you hit third. You might even have to dab the brakes, which are big vented discs with dual-piston calipers in front. They look cool through the spokes in the wheels.

The NSX is as easy to drive fast as it is to drive slow. It's enormously stable, predictable and forgiving. It doesn't have an electronic stability system, with less need than other supercars. The biggest challenge to spirited driving comes in keeping the engine in the relatively narrow powerband; if you want the most out of it, you have to keep it above 5500 rpm, where the modest torque peaks. The acceleration is still bearable at 4500, although it's way more effective in its optimum range. Sixty mph equals about 3800 rpm in fourth gear, so double downshifting may be in order when passing on two-lanes. It's an opportunity, not a chore. The gearbox ratios are naturally close, with six of them, but second gear might be notchy. Our test car had signs of over-use elsewhere (the brakes), so it's possible our notchy second gear was a result of abuse. Casual upshifts from first to second without a pause often resulted in a light crunch, although downshifts from third, if the blip and timing were right, were less problematic. Heel-and-toe downshifting didn't come easy however, as the throttle and brake pedals felt too close for comfort.

The engine revs to its 8000-rpm redline almost too easily. It doesn't feel stretched at the rev limiter, which is soft: a firm reminder, not a harsh slap. But because the horsepower peaks at 7100 rpm, it's pointless to shift at anything much past 7500. Unless your point is simply to listen to the lovely howl of the engine, which, at full throttle, is as throaty as a V6 gets, thanks to that variable volume induction system and pipes. Too bad the idle is ordinary.

Even the traction control doesn't feel terribly necessary, at least on dry pavement. The rear wheels and tires have been widened in 2002, to nine inches with 255/40ZR17 Bridgestone Potenzas (specific to the NSX), and they have plenty of grip to contain the 290 horses. Our own notes say the traction control is so good you can't even feel the wheels slip before it comes on, which made us question our sensitivity; but then we read the press kit, which reveals that the TCS actually activates just before the wheels slip, so we felt better. In any event, it's not at all intrusive, unlike the 911 and Z06, which cut the throttle and cause the car to fall on its face. You can turn it off, but we never felt the need to, not even when we were driving our hardest and saw the light flickering in corners.

The front wheels have also grown this year, to 17 inches in diameter, with 215/40ZR17 Potenzas. Along with firmer front springs and a bigger rear stabilizer bar, the handling is tighter. The changes work very well, because the ride is not at all rough, although you can certainly feel abrupt surface changes, in the rear wheels (your seat) more than the front (your hands and elbows), even with the stiffer front springs. Another excellent quality to the precise double-wishbone suspension is the total lack of indecision; when you bend into a corner with a lot of weight on the outside front wheel and hit a bump, the shock absorbers aggressively meet and swallow it in one quick sharp gulp.

The NSX may not hug the road with the kart-like aggressiveness of, say, the Subaru WRX, but neither does it offer any feeling that it wants to go anywhere but stay the road, like, say, the Viper.

The Acura NSX succeeds as an engineering exercise, with its sophistication, balance, comfort and remarkably good manners. After 12 years it still conveys a supercar image and offers classy performance. But because its competitors deliver bigger horsepower for a lower price, the NSX may be more for the elite.

NSX Exotic??

Well I been hearing from my bf that people don't believe that NSX are exotic. Well the definition of exotic is intriguingly unusual or different; excitingly strange. For those with pockets deep enough to entertain such notions, an exotic like the NSX offers much. Its price dictates that it is rarely seen, and the styling assures that those who do see it, tend to stare. It is hand-built and beautifully finished. And, the exceptional balance and performance of the mid-engine two seater rivals the elites in autodom. Most surprisingly, it does all this with the unpretentious dependability of the best Japanese daily drivers. That last item affords the premium sports car buyer one last luxury. The luxury of not having to finance a new wing of somebody's repair shop, for the privilege of owning an exotic.

The goal of the NSX was a balance of power, weight, handling, and driver-friendliness that would sacrifice none of these elements in favor of the others. It would be a genuine exotic, fast in corners, rain or shine. But a livable exotic, as refined as a luxury coupe.

Detail Day For NSX Owners

Yesturday some of the NSX owners were washing their cars...Took alot of pictures and I have short video clips of them..Made breakfast for everyone who went hehe... I made pancakes hehe...Damn I just love cooking...

Here's some not going to post them all...

Napa-Lake Berryessa Drive

Today I had so much fun...there was I think 10 NSXs all together going for a drive to Napa and Lake Berryessa just cruising around and taking lots of pictures. I have many pictures but to lazy to put it up right now but it's all in my other site. Some of us was speeding, some were trying to keep up, and some where just driving regularly. There was so much corners and stuff and some were going 80 on those freaking corners especially my bf hehe...lol was kinda scary because never know there might be a car on the other lane (it's like a shared round, one going one direction and the other going the other direction), a person on a bike or something. You can't really see what's up ahead either. Well anyways that's what we did the whole day.

Some pictures we took during the drive:
To lazy to post them all..if you want to see more just ask me)




Stole this from one of my friends hehe
(short clips of us driving on the freeway):

NSX1

NSX2

NSX3