Acura

2.0L VTEC Turbo K20C1. 320hp output. 420Nm torque. 6-speed manual transmission only. FWD front-wheel drive. Limited-slip differential Helical. 4595mm length. 2735mm wheelbase. 1547kg curb weight. Five-seat liftback. Honda Civic Type R engine. Brembo front brakes. 19-inch forged wheels. Adaptive dampers. Mode selection Sport+ Normal. 0-60 mph 5.0 seconds estimated. Marysville Ohio manufacturing. Hot hatch performance. Type S heritage. VTEC performance tradition. Japanese sport compact. American manufacturing.

1.5L VTEC Turbo. 200hp standard. A-Spec Technology 200hp enhanced. 6-speed manual transmission available. CVT automatic option. FWD front-wheel drive. 4567mm length. 2735mm wheelbase. 1407kg curb weight. Five-seat liftback. Honda Civic Si basis. Sportback body style. Premium positioning. 10.2-inch digital cluster. 9-inch touchscreen. Wireless Apple CarPlay Android Auto. ELS Studio 3D audio. Adaptive dampers A-Spec. Marysville Ohio manufacturing. Integra nameplate revival. Sport compact tradition. Japanese performance heritage.

Third generation DC5 platform. RSX name in North America. 2.0L i-VTEC K20A. 160hp base model. 200hp Type S performance. 5-speed automatic transmission. 6-speed manual Type S. FWD front-wheel drive. 4385mm length. 2620mm wheelbase. 1263kg curb weight. Four-seat sport coupe. Honda Integra DC5 basis. Type S performance variant. i-VTEC technology debut. Premium Package available. Leather interior available. Sport compact positioning. Last Integra successor. Canadian market continuation.

Third generation DC5 facelift. 1.8L VTEC B18C. 170hp GS-R model. 195hp Type R JDM. 5-speed manual transmission. 4-speed automatic option. FWD front-wheel drive. 4385mm length. 2620mm wheelbase. 1195kg curb weight. Three-door liftback coupe. Four-door sedan available. VTEC engine technology. Double wishbone suspension. Sport compact icon. Tuner culture favorite. Japanese domestic market. Export markets worldwide.

Third generation DC2 update. 1.8L VTEC B18C1. 170hp GS-R model. 178hp Type R special. 5-speed manual transmission. 4-speed automatic available. FWD front-wheel drive. 4385mm length. 2620mm wheelbase. 1170kg curb weight. Three-door liftback coupe. Four-door sedan variant. VTEC performance enhancement. Suspension refinements. Exterior styling updates. Interior comfort improvements. Safety features added.

Third generation DC2 introduction. 1.8L VTEC B18C1. 170hp GS-R model. 5-speed manual transmission. 4-speed automatic option. FWD front-wheel drive. 4385mm length. 2620mm wheelbase. 1150kg curb weight. Three-door liftback coupe. Four-door sedan available. All-new platform design. Double wishbone suspension. VTEC engine technology. Sport compact revolution. Iconic design language.

Second generation DA9 facelift. 1.8L VTEC B17A1. 160hp GS-R model. 1.7L B17A1 142hp base. 5-speed manual transmission. 4-speed automatic available. FWD front-wheel drive. 4390mm length. 2620mm wheelbase. 1120kg curb weight. Three-door liftback coupe. Four-door sedan variant. First VTEC Integra. Performance enhancement. Styling updates. Feature improvements.

Second generation DA9 introduction. 1.8L B18A1. 130hp base model. 1.6L D16A1 118hp entry. 5-speed manual transmission. 4-speed automatic option. FWD front-wheel drive. 4390mm length. 2620mm wheelbase. 1080kg curb weight. Three-door liftback coupe. Four-door sedan available. Pop-up headlights. All-new design. Improved performance. Modern features.

First generation AV facelift. 1.6L D16A1. 113hp output. 1.5L EW1 90hp base. 5-speed manual transmission. 4-speed automatic option. FWD front-wheel drive. 4285mm length. 2550mm wheelbase. 950kg curb weight. Three-door liftback coupe. Five-door hatchback variant. Styling updates. Feature enhancements. Market expansion.

First generation AV introduction. 1.6L D16A1. 113hp output. DOHC 16-valve engine. 5-speed manual transmission. 3-speed automatic option. FWD front-wheel drive. 4285mm length. 2550mm wheelbase. 920kg curb weight. Three-door liftback coupe. Five-door hatchback available. First Japanese DOHC 16-valve mass production. Premium sport compact. Revolutionary design. Honda engineering excellence.

JDM and export Type R models. 1.8L B18C5. 197hp JDM spec. 195hp USDM version. 8000 RPM redline. 5-speed manual transmission only. FWD front-wheel drive. 4385mm length. 2620mm wheelbase. 1140kg curb weight. Three-door liftback coupe. Championship White color. Red interior accents. Helical limited-slip differential. Stiffer chassis bracing. Brembo brake system. Recaro sport seats. Mugen components optional.

DC5 Type R JDM exclusive. 2.0L K20A. 220hp output. 8000 RPM redline. 6-speed manual transmission only. FWD front-wheel drive. 4385mm length. 2620mm wheelbase. 1180kg curb weight. Three-door liftback coupe. i-VTEC technology. Helical limited-slip differential. Brembo braking system. Recaro sport seats. Lightweight components. Track-focused suspension.

Performance GS-R variants. 1.8L B18C1. 170hp output. 7800 RPM redline. 5-speed manual transmission. 4-speed automatic option. FWD front-wheel drive. Various lengths and weights. Three-door liftback coupe. Four-door sedan available. VTEC engine technology. Sport suspension tuning. Premium audio systems. Leather interior options. GS-R badging exclusive.

3.5L twin-turbo V6. Total system 600hp. Three electric motors. 667Nm torque combined. 9-speed dual-clutch automatic. AWD Sport Hybrid SH-AWD. 4470mm length. 2630mm wheelbase. 1746kg curb weight. Two-seat mid-engine supercar. Hybrid powertrain advanced. Torque vectoring electric. Carbon fiber roof. Lightweight forging wheels. Carbon ceramic brakes standard. 0-60 mph 2.9 seconds. 307km/h top speed. Performance Manufacturing Center Ohio. Limited production 350 units total. Final NSX production. Type S designation ultimate. Japanese hybrid supercar. Technology showcase. Acura performance pinnacle.

3.5L twin-turbo V6. Total system 573hp. Three electric motors. 476Nm engine torque. 9-speed dual-clutch automatic. AWD Sport Hybrid SH-AWD. 4470mm length. 2630mm wheelbase. 1725kg curb weight. Two-seat mid-engine supercar. Hybrid powertrain debut. Torque vectoring electric. Aluminum intensive space frame. Carbon fiber body panels. 0-60 mph 2.7 seconds. 307km/h top speed. Performance Manufacturing Center Ohio. Japanese engineering. American manufacturing. Supercar revolution.

3.2L DOHC VTEC V6. 290hp output. 6-speed manual transmission. 4-speed automatic option. RWD rear-wheel drive. 4430mm length. 2530mm wheelbase. 1465kg curb weight. Two-seat mid-engine supercar. Final year production. Zanardi Edition influence. Lightweight components. Suspension refinements. Brake system upgrades. 0-60 mph 4.8 seconds. 270km/h top speed. Tochigi Japan manufacturing. Limited production numbers. Collector status established.

3.2L DOHC VTEC V6. 290hp output. 6-speed manual transmission. 4-speed automatic option. RWD rear-wheel drive. 4430mm length. 2530mm wheelbase. 1465kg curb weight. Two-seat mid-engine supercar. Engine displacement increase. Power output enhancement. Transmission improvements. Suspension revisions. Brake system upgrades. Targa top option. 0-60 mph 4.8 seconds. 270km/h top speed. Tochigi Japan manufacturing. Supercar evolution.

3.0L DOHC VTEC V6. 270hp output. 5-speed manual transmission. 4-speed automatic option. RWD rear-wheel drive. 4430mm length. 2530mm wheelbase. 1350kg curb weight. Two-seat mid-engine supercar. World debut sensation. Aluminum monocoque chassis. Titanium connecting rods. VTEC technology showcase. Supercar revolution beginning. 0-60 mph 5.0 seconds. 260km/h top speed. Tochigi Japan manufacturing. Ferrari challenger status. Automotive legend born.

3.0L DOHC VTEC V6. 280hp output. 5-speed manual transmission only. RWD rear-wheel drive. 4430mm length. 2530mm wheelbase. 1230kg curb weight. Two-seat mid-engine supercar. Lightweight racing variant. Hand-picked engine components. Stiffened chassis bracing. Suspension track tuning. Recaro racing seats. Momo steering wheel. BBS lightweight wheels. 0-60 mph 4.8 seconds. 270km/h top speed. Tochigi Japan manufacturing. Limited production 483 units. Collector masterpiece.

3.2L DOHC VTEC V6. 290hp output. 6-speed manual transmission only. RWD rear-wheel drive. 4430mm length. 2530mm wheelbase. 1320kg curb weight. Two-seat mid-engine supercar. Limited edition model. Weight reduction program. Carbon fiber components. Suspension special tuning. Brake system upgrades. Special badging exclusive. 0-60 mph 4.7 seconds. 275km/h top speed. Tochigi Japan manufacturing. Limited production 30 units. Ultimate NSX variant.

3.2L DOHC VTEC V6. 290hp output. 6-speed manual transmission only. RWD rear-wheel drive. 4430mm length. 2530mm wheelbase. 1390kg curb weight. Two-seat mid-engine supercar. Japanese domestic market. Suspension special tuning. Brake system upgrades. Wheel design exclusive. Interior appointments special. 0-60 mph 4.8 seconds. 270km/h top speed. Tochigi Japan manufacturing. Limited production numbers. Special edition model.

3.0L twin-turbo V6. 355hp output. 480Nm torque. 10-speed automatic transmission. SH-AWD Super Handling All-Wheel Drive. 5038mm length. 2921mm wheelbase. 2156kg curb weight. Seven-seat luxury SUV. Type S performance trim. Brembo front brakes. Adaptive air suspension. 21-inch alloy wheels. Sport+ mode aggressive. Wide body styling. 0-60 mph 5.3 seconds. Marysville Ohio manufacturing. American luxury SUV performance. Three-row SUV segment. Japanese luxury SUV. Honda platform sharing. Premium family vehicle.

2.0L VTEC Turbo. 272hp output. 380Nm torque. 10-speed automatic transmission. FWD front-wheel drive standard. SH-AWD available. 4920mm length. 2870mm wheelbase. 1634kg curb weight. Five-seat sport sedan. Double wishbone front suspension. Multi-link rear. Adaptive damper system. 10.2-inch digital cluster. 10.2-inch touchscreen. ELS Studio 3D audio 17-speaker. Type S performance variant. 3.0L turbo V6 355hp. SH-AWD standard Type S. 0-60 mph 4.9 seconds Type S. Marysville Ohio manufacturing. Premium sport sedan segment. Japanese luxury performance.

2.4L i-VTEC. 206hp standard. 3.5L V6. 290hp V6 output. 8-speed dual-clutch transmission. 9-speed automatic V6. P-AWS Precision All-Wheel Steer. SH-AWD available. 4833mm length. 2776mm wheelbase. 1536kg curb weight. Five-seat sedan. Jewel Eye LED headlights. AcuraWatch safety suite. Dual-screen interface. ELS Studio audio. A-Spec sport package. GT package luxury. Honda platform basis. American market focus. Competitive sport sedan.

2.0L VTEC Turbo. 272hp output. 380Nm torque. 10-speed automatic transmission. FWD front-wheel drive standard. SH-AWD available. 4752mm length. 2750mm wheelbase. 1752kg curb weight. Five-seat compact SUV. True Touchpad Interface. 10.2-inch digital display. ELS Studio 3D audio 16-speaker. A-Spec sport package. Advance luxury package. Adaptive damper system. Jewel Eye LED headlights. Marysville Ohio manufacturing. Premium compact crossover. Honda CR-V platform premium. Best-selling Acura model.

3.5L i-VTEC V6. 279hp output. 344Nm torque. 6-speed automatic transmission. FWD front-wheel drive standard. AWD available. 4685mm length. 2685mm wheelbase. 1810kg curb weight. Five-seat compact SUV. Honda Civic platform derivative. Jewel Eye LED headlights introduction. AcuraLink connectivity. Technology Package available. LED daytime running lights. 18-inch alloy wheels. Premium audio system. Competitive pricing strategy.

2.3L K23A1 turbo. 240hp output. 260Nm torque. 5-speed automatic transmission. SH-AWD Super Handling AWD. 4596mm length. 2650mm wheelbase. 1752kg curb weight. Five-seat compact SUV. First turbocharged Acura. Honda CR-V platform basis. Sporty handling dynamics. Premium interior materials. Compact luxury pioneer. Technology features advanced. Competitive entry price.

2.4L i-VTEC. 201hp output. 244Nm torque. 8-speed dual-clutch transmission. FWD front-wheel drive. 4630mm length. 2670mm wheelbase. 1370kg curb weight. Five-seat compact sedan. A-Spec sport package. Premium Package available. Technology Package features. Jewel Eye LED headlights. AcuraWatch safety suite. 8-inch display audio. Apple CarPlay Android Auto. Premium entry positioning. Honda Civic platform premium. Affordable luxury sedan.

2.0L i-VTEC. 150hp output. 2.4L i-VTEC 201hp. 5-speed automatic. 6-speed manual available early. 8-speed dual-clutch later. FWD front-wheel drive. 4549mm length. 2670mm wheelbase. 1307kg curb weight. Five-seat compact sedan. Honda Civic basis. Premium Package available. Technology Package features. Entry-level Acura. Young buyer target. Competitive pricing.

Electric powertrain. Single motor RWD. Dual motor AWD. 340hp RWD. 499hp Type S AWD. 102kWh battery pack. 325 miles range estimated. DC fast charging 190kW. Ultium platform GM. 4905mm length. 3094mm wheelbase. 2450kg curb weight estimated. Five-seat electric SUV. Bang & Olufsen audio. Google Built-In. Hands-free Super Cruise. AcuraWatch 360 safety. Type S performance variant. Coupe SUV styling. Premium electric positioning.

3.7L SOHC VTEC V6. 300hp output. 366Nm torque. 6-speed automatic transmission. SH-AWD standard. 4880mm length. 2760mm wheelbase. 1979kg curb weight. Four-seat coupe crossover. Controversial styling polarizing. BMW X6 competitor. Limited production numbers. Honda MDX platform. Premium materials interior. Technology Package available. Advance Package luxury. Commercial failure market. Collectible status future. Unique Acura design.

3.5L SOHC VTEC V6. 280hp output. 3.7L SOHC VTEC 305hp. 5-speed automatic. 6-speed automatic later. 6-speed manual SH-AWD. FWD standard. SH-AWD available. 4961mm length. 2776mm wheelbase. 1733kg curb weight. Five-seat sport sedan. Controversial beak grille. Type S performance package. SH-AWD performance. Technology Package features. ELS Surround audio. Best-selling luxury sedan years. Honda platform basis.

3.2L SOHC VTEC V6. 270hp output. 3.5L SOHC VTEC 286hp Type S. 5-speed automatic transmission. 6-speed manual Type S. FWD front-wheel drive. 4868mm length. 2776mm wheelbase. 1634kg curb weight. Five-seat sport sedan. Type S performance variant. Best-selling luxury sedan America. Navigation system standard. ELS Premium audio. Brembo brakes Type S. Performance handling dynamics. Value luxury positioning.

3.2L SOHC VTEC V6. 225hp output. Type S 260hp. 5-speed automatic transmission. 6-speed manual Type S. FWD front-wheel drive. 4798mm length. 2715mm wheelbase. 1545kg curb weight. Five-seat luxury sedan. Navigation system available. Xenon headlights available. Type S performance package. Sport suspension tuning. Premium audio system. Competitive pricing strategy. Sales success strong.

2.5L inline-5. 176hp output. 3.2L SOHC V6 200hp. 4-speed automatic transmission. FWD front-wheel drive. 4798mm length. 2715mm wheelbase. 1490kg curb weight. Five-seat luxury sedan. Honda Inspire basis. Entry luxury positioning. Premium features standard. Value proposition strong. Competitive sedan market.

2.0L i-VTEC K20A. 160hp base. 200hp Type S. 5-speed automatic base. 6-speed manual Type S. FWD front-wheel drive. 4385mm length. 2620mm wheelbase. 1263kg curb weight. Four-seat sport coupe. Honda Integra DC5 basis. Type S performance variant. i-VTEC technology debut. Premium Package available. Leather interior available. Sport compact positioning. Last Integra successor. Canadian market continuation.

3.5L SOHC VTEC V6. 300hp output. 5-speed automatic transmission. SH-AWD Super Handling AWD. 4960mm length. 2800mm wheelbase. 1847kg curb weight. Five-seat luxury sedan. Advanced SH-AWD debut. Technology Package extensive. Navigation system standard. Rear-view camera standard. Bluetooth connectivity. Active Noise Cancellation. ELS Premium audio. Flagship positioning. Limited sales success.

3.5L SOHC VTEC V6. 210hp output. 225hp later. 4-speed automatic transmission. FWD front-wheel drive. 4960mm length. 2800mm wheelbase. 1710kg curb weight. Five-seat flagship sedan. Honda Legend basis. Navigation system available. Traction control standard. Premium leather interior. Conservative styling. Limited market appeal. Technology features advanced.

3.2L SOHC VTEC V6. 225hp output. Type S 260hp. 5-speed automatic transmission. FWD front-wheel drive. Type S 6-speed manual. 4869mm length. 2715mm wheelbase. 1588kg curb weight. Four-seat luxury coupe. Type S performance variant. Navigation system available. Bose audio system. Xenon headlights available. TL platform basis. Premium coupe positioning. Limited production run.

2.2L inline-4 VTEC. 145hp output. 2.3L inline-4 150hp. 3.0L V6 200hp. 4-speed automatic transmission. 5-speed manual available. FWD front-wheel drive. 4798mm length. 2715mm wheelbase. 1435kg curb weight. Four-seat coupe. Honda Accord basis. Entry luxury coupe. Premium Package available. Leather interior available. Sport coupe positioning.

3.2L SOHC V6. 200hp output. Type II 230hp. 4-speed automatic transmission. 6-speed manual available. FWD front-wheel drive. 4930mm length. 2800mm wheelbase. 1620kg curb weight. Five-seat luxury sedan. Coupe variant available. Type II performance package. Leather interior standard. Anti-lock brakes standard. Traction control available. Premium positioning established. Honda engineering excellence.

2.5L SOHC V6. 151hp output. 2.7L SOHC V6 161hp. 4-speed automatic transmission. 5-speed manual available. FWD front-wheel drive. 4850mm length. 2720mm wheelbase. 1455kg curb weight. Five-seat luxury sedan. Coupe variant available. First Acura model America. Honda Legend basis. Premium build quality. Advanced technology features. Luxury brand foundation. American market success.

2.5L inline-5 G25A. 176hp output. 4-speed automatic transmission. 5-speed manual available. FWD front-wheel drive. 4798mm length. 2715mm wheelbase. 1490kg curb weight. Five-seat luxury sedan. Longitudinal inline-5 unique. Honda Inspire basis. Premium interior materials. Advanced technology features. Limited production run. Replaced by TL. Collector interest growing.

3.2L SOHC V6. 190hp output. 3.5L SOHC V6 215hp later. 4-speed automatic transmission. 4WD four-wheel drive. 4665mm length. 2745mm wheelbase. 2041kg curb weight. Five-seat SUV. Isuzu Trooper rebadge. Body-on-frame construction. Off-road capability. Leather interior standard. Limited success market. Badge engineering example. Discontinued after 1999.

The hand-selected and meticulously blueprinted powerplant that distinguished the NSX Type R from its standard counterpart. This 2,977cc 90° V6 underwent an exhaustive selection process where only engines producing within 1% of target power output were chosen for Type R duty. The VTEC system featured specially calibrated hydraulic lash adjusters and high-RPM optimized valve springs that engaged the high-lift cam profiles with razor-sharp precision at 5,800 RPM. Each connecting rod was weight-matched to within 0.1 grams, while the forged pistons featured special anti-friction skirt coatings and tighter clearance tolerances. The cylinder heads underwent additional hand-porting and polishing, with combustion chamber volumes matched to within 0.1cc. The intake system employed individual throttle bodies with velocity stacks tuned for optimal airflow at 8,000 RPM, while the exhaust featured equal-length headers with reduced backpressure. With 10.2:1 compression and recalibrated PGM-FI mapping, it produced 280 hp at 7,300 RPM—a 10 hp increase over the standard C30A—while the complete engine assembly was balanced to withstand sustained 8,500 RPM operation. The oiling system featured an upgraded high-capacity pump with additional cooling passages to maintain optimal pressure during track use.

The heart of the Integra GS-R that revolutionized sport compact performance. This 1,799cc DOHC inline-four featured Honda's legendary VTEC (Variable Valve Timing and Lift Electronic Control) system with a revolutionary hydraulic actuation pin that engaged high-lift cam lobes at 5,800 RPM. The engineering marvel wasn't just the VTEC transition—it was the complete system: 10.6:1 compression ratio with forged pistons, a knife-edged crankshaft balanced for 8,200 RPM operation, and a dual-stage intake manifold (IAB) that tuned intake runner length for optimal torque. The cylinder head featured four valves per cylinder with 37° included angle for optimal combustion chamber geometry. The B18C1 achieved an incredible 94.7 horsepower per liter naturally aspirated, with a specific output of 1.23 hp/cu-in that humbled European contemporaries. The oil system featured a high-flow pump with a secondary VTEC oil pressure circuit, while the block used FRM (Fiber-Reinforced Metal) cylinder liners for exceptional wear resistance and heat dissipation.

The hand-built masterpiece that powered the NSX and redefined supercar expectations. This 3,179cc 90° V6 featured an all-aluminum construction with titanium connecting rods—saving 30% rotational mass compared to steel—enabling an 8,000 RPM redline. The VTEC system employed progressive hydraulic lash adjusters and high-RPM optimized valve springs, transitioning at 5,800 RPM to a cam profile with 11.5mm intake lift and 10.5mm exhaust lift. The block used closed-deck construction for maximum rigidity, while the cylinder head featured pent-roof combustion chambers with 38° valve angles. The forged crankshaft ran in seven main bearings with micro-polished journals, and the reciprocating assembly was balanced to within 0.5g. The intake system used variable-length velocity stacks that optimized airflow from 2,000 to 8,000 RPM, while the exhaust featured equal-length headers feeding into a dual-stage muffler system. With 11.7:1 compression and Programmed Fuel Injection, it produced 290 hp at 7,100 RPM while meeting strict emissions standards.

The torque-monster that powered Acura's SH-AWD performance sedans. This 3,664cc 60° V6 used a single overhead cam design but featured advanced VTEC on both intake and exhaust camshafts, continuously varying valve timing across a 50° range. The block employed cast iron cylinder liners in a hypereutectic aluminum block with cross-bolted main bearing caps. The crankshaft was forged steel with eight counterweights, while connecting rods were fracture-split powdered metal for perfect big-end roundness. The J37 used a dual-stage intake manifold with velocity control valves that switched from long to short runners at 4,700 RPM. The cylinder head design incorporated high-tumble ports that created 40% greater mixture turbulence than previous designs, improving combustion efficiency. With 11.2:1 compression and i-VTEC, it produced 305 hp at 6,200 RPM and 273 lb-ft of torque at 5,000 RPM, with 90% of peak torque available from 2,000 to 6,000 RPM. The oiling system featured a variable-displacement pump that reduced parasitic losses at high RPM.

The technological tour de force that powers modern Acura performance models. This 1,996cc inline-four combines a traditional high-RPM VTEC architecture with state-of-the-art forced induction. The 'hot-V' design integrates the exhaust manifold into the cylinder head, feeding a twin-scroll Mitsubishi TD04 turbocharger with maximum boost of 22.2 psi. The turbo features an electronic wastegate and is mounted close-coupled to minimize lag. VTEC operates on the exhaust cam only, optimizing scavenging and turbo response. The direct injection system operates at 350 bar pressure with multi-hole piezoelectric injectors, while the block uses closed-deck construction with plasma-transferred wire arc cylinder liners. The forged steel crankshaft and connecting rods are designed for combustion pressures exceeding 130 bar. The cylinder head features a 14.0:1 compression ratio in naturally-aspirated areas of the map, with the turbo providing effective compression up to 18.0:1 under boost. The cooling system employs a dual-circuit design with an auxiliary electric water pump for the turbocharger and intercooler. Output reaches 320 hp at 6,500 RPM and 310 lb-ft from 2,500-4,500 RPM, with specific output of 160 hp/liter.

Acura's flagship performance engine representing the pinnacle of forced induction V6 design. This 2,996cc 60° V6 features twin BorgWarner turbochargers mounted in hot-V configuration within the valley, reducing turbo lag to under 150ms. The block uses compacted graphite iron main bearing caps and aluminum-silicon alloy construction with cross-bolted mains. The valvetrain features dual overhead cams with 40° of continuous variable valve timing on both intake and exhaust, plus valve lift control on the intake side. The fuel system combines direct injection (200 bar) with port injection (5 bar) for optimal combustion across the operating range. The turbochargers use electronically controlled wastegates and water-cooled bearing housings, while the intercooling system employs a dual-pass water-to-air heat exchanger. The crankshaft is forged from 4340 steel with induction-hardened journals, while connecting rods are fracture-split titanium. The cooling system features a three-circuit design with separate cooling for cylinder heads, block, and turbos. With 10.3:1 compression and 18.5 psi boost, it produces 355 hp at 5,500 RPM and 354 lb-ft from 1,400-5,000 RPM, with a broad flat torque curve that delivers 90% of peak torque from 1,200 to 5,800 RPM.

The original NSX powerplant that established Acura's high-performance credentials. This 2,977cc 90° V6 featured an all-aluminum block with sintered iron liners and a forged steel crankshaft running in four main bearings. The VTEC system—the first production V6 to feature variable valve timing—employed hydraulic tappets with oil-pressure-activated locking pins that engaged high-lift cam profiles at 5,800 RPM. The cylinder heads used pent-roof combustion chambers with 40° valve angles and sodium-filled exhaust valves. The intake system featured variable-length intake runners controlled by vacuum actuators, while the exhaust used equal-length tubular headers. The engine management system employed Honda's PGM-FI with individual cylinder knock control. With 10.2:1 compression and a 7,300 RPM redline, it produced 270 hp at 7,100 RPM and 210 lb-ft at 5,300 RPM. The complete engine weighed just 396 pounds, achieving a remarkable 1.47 hp per pound—a benchmark for naturally-aspirated V6 performance that stood for nearly a decade.

The efficiency-focused powerplant that demonstrates Acura's mastery of small-displacement forced induction. This 1,498cc inline-four features a lightweight aluminum block with cast iron liners and a compact single-scroll turbocharger with electronic wastegate control. The cylinder head uses a dual-overhead cam design with 36° of continuous variable valve timing on both intake and exhaust cams. The fuel system employs direct injection operating at 250 bar pressure, while the combustion chamber design features a high-tumble port shape and centrally mounted injectors. The turbocharger is water-cooled and features a low-inertia turbine wheel for rapid spool-up below 1,600 RPM. The cooling system uses a dual-thermostat design for precise temperature control, while the oil system incorporates a variable-displacement vane pump. With 10.3:1 compression and 16.0 psi maximum boost, it produces 200 hp at 6,000 RPM and 192 lb-ft from 1,700-4,500 RPM. The engine achieves exceptional thermal efficiency of 38% through Atkinson-cycle operation at part throttle, while maintaining responsive performance through precise boost control and aggressive ignition timing strategies.

The workhorse V6 that powered the TL and CL Type-S models, featuring a 3.2L displacement with advanced balance shaft technology for silken operation. This 3,210cc 90° V6 employed single overhead cams with VTEC on both intake and exhaust valves, producing 260-290 horsepower depending on application. The J32 featured a dual-stage intake manifold with composite construction, fracture-split connecting rods, and a rigid aluminum block with cast-in iron liners. The engine's sophisticated variable valve timing system allowed for 25° of intake cam phasing, while the exhaust system utilized equal-length manifolds for optimal scavenging. The oiling system incorporated a variable-displacement pump that reduced parasitic losses by 30% at high RPM, and the cooling system used a dual-thermostat design for precise temperature management.

Acura's intelligent V6 featuring Variable Cylinder Management (VCM) technology that could deactivate three cylinders during light-load operation. This 3,471cc 60° V6 employed advanced i-VTEC with 50° of continuous cam phasing on both intake and exhaust cams. The cylinder deactivation system used special hydraulic lifters with locking pins that could collapse when oil pressure was removed, allowing valves to remain closed while the pistons continued moving. The engine management system employed active engine mounts and active noise cancellation to mitigate vibration during cylinder deactivation. With 11.5:1 compression and direct injection, it produced 290-310 horsepower while achieving class-leading fuel economy. The block featured reinforced main bearing caps and a stiffened bedplate structure to handle the dynamic loads of cylinder activation/deactivation cycles.

The original NSX powerplant that shocked the supercar world. This 2,977cc 90° V6 was the first production V6 to feature VTEC technology, with a sophisticated system that engaged high-lift cam profiles at 5,800 RPM. The engine featured titanium connecting rods saving 30% weight over steel equivalents, forged aluminum pistons with special anti-friction coatings, and a forged steel crankshaft with micro-polished journals. The cylinder heads used pent-roof combustion chambers with 40° included valve angles and sodium-filled exhaust valves. The intake system employed variable-length intake runners controlled by vacuum actuators, while the exhaust featured equal-length stainless steel headers. The engine management system used Honda's PGM-FI with individual cylinder knock control and adaptive learning. Producing 270 hp at 7,100 RPM, it weighed just 396 lbs complete with all accessories.

The groundbreaking turbocharged engine that powered the first-generation RDX. This 2,300cc DOHC inline-four was Acura's first production turbocharged engine since the 1990s, featuring a sophisticated twin-scroll Mitsubishi turbocharger with electronic wastegate control. The engine employed i-VTEC on both intake and exhaust cams, with the intake side featuring variable lift control. The block used a semi-closed deck design with cast iron liners, while the cylinder head featured direct-mounted ignition coils and sodium-filled exhaust valves. The turbo system was water-cooled and featured an air-to-air intercooler with optimized charge air routing. The fuel system used returnless design with 180 bar direct injection, and the engine management system incorporated boost-by-gear programming for optimal power delivery. Producing 240 hp and 260 lb-ft of torque, it featured a flat torque curve from 2,000-5,000 RPM.

The technological tour de force powering the second-generation NSX. This 3,493cc 75° V6 features twin turbochargers mounted within the vee, with electronically controlled wastegates and electric assist turbos that eliminate lag. The engine employs both port and direct injection, with the direct injection system operating at 290 bar pressure. The valvetrain features DOHC with 55° of continuous variable timing on all four camshafts. The block uses a compacted graphite iron main bearing carrier and aluminum-silicon alloy construction, while the rotating assembly features forged steel crankshaft and connecting rods. The engine is paired with a Direct Drive Motor Unit producing 47 hp and 109 lb-ft, with three additional electric motors for all-wheel drive capability. Total system output reaches 573 hp with a 9,000 RPM redline, while the dry-sump oiling system ensures reliability during high-g cornering.

Acura's sophisticated hybrid powertrain combining Atkinson-cycle efficiency with sporty performance. This 1,993cc DOHC i-VTEC four-cylinder operates on the Atkinson cycle through late intake valve closing, achieving 40% thermal efficiency. The engine features electric variable valve timing on both intake and exhaust cams, with 50° of phasing range. The hybrid system employs a 35 kW electric motor mounted between the engine and transmission, with a lithium-ion battery pack providing 1.3 kWh of energy storage. The engine uses cooled EGR to reduce pumping losses and employs a high-12.5:1 compression ratio. The cylinder head features laser-clad valve seats and ultra-smooth intake ports, while the block uses aluminum construction with plateau-honed iron liners. Total system output reaches 181 hp with instantaneous electric torque fill, while achieving exceptional real-world fuel economy.

The latest evolution of Acura's performance V6, featuring a 3,471cc displacement with twin-scroll turbocharger and 10.5:1 compression ratio. This 60° V6 employs both port and direct injection, with the direct injection system operating at 200 bar pressure. The valvetrain features DOHC with 50° of continuous variable timing on all four camshafts, plus VTEC on the intake valves. The turbocharger uses a twin-scroll design with electronic wastegate and water-cooled bearing housing. The block features compacted graphite iron main bearing caps and aluminum-silicon alloy construction, while the rotating assembly uses forged steel components throughout. The cooling system employs a dual-circuit design with separate cooling for the cylinder heads and turbocharger. Producing 355 hp and 354 lb-ft of torque, it features a broad torque plateau from 1,400-5,000 RPM, with the turbocharger capable of sustaining 16 psi of boost pressure.

The hand-assembled masterpiece that powered the legendary Integra Type R, representing the absolute pinnacle of Honda's naturally-aspirated four-cylinder engineering. This 1,797cc DOHC inline-four featured a radically redesigned VTEC system with higher-lift cam profiles—intake lift increased to 12.0mm and exhaust to 10.6mm—engaging at 5,800 RPM with ferocious intensity. The block was factory blueprinted with reinforced main bearing supports and shot-peened connecting rods capable of sustaining 8,900 RPM. The cylinder head employed larger 34.5mm intake valves and 30mm exhaust valves with aggressive 40° included angles, while the combustion chambers were meticulously hand-ported and polished. The intake manifold used individual velocity stacks with optimized runner lengths tuned for maximum volumetric efficiency at 8,200 RPM. With an ultra-high 11.1:1 compression ratio, strengthened valve springs, and a balanced reciprocating assembly weighing just 1,982 grams, it produced 197 hp at 8,000 RPM—achieving an astonishing 109.6 horsepower per liter. The oiling system featured an upgraded high-pressure pump with additional cooling capacity, ensuring reliability during sustained high-RPM track operation. WOW

The groundbreaking powerplant that introduced VTEC technology to the North American market in the 1992-1993 Integra GS-R. This 1,678cc DOHC inline-four featured Honda's revolutionary Variable Valve Timing and Lift Electronic Control system—the first production application of this technology outside Japan. The VTEC mechanism employed three cam lobes per cylinder with hydraulic switching pins that engaged high-lift profiles at 5,200 RPM, transforming the engine's character from tractable daily driver to high-RPM screamer. The block used FRM (Fiber-Reinforced Metal) cylinder liners with silicon-impregnated aluminum construction for exceptional thermal stability. The cylinder head featured 32mm intake valves and 28mm exhaust valves with 38° included angles, while the intake manifold utilized dual-stage runners that switched from long to short configuration at 4,800 RPM. With 9.7:1 compression and Honda's PGM-FI management system, it produced 160 hp at 7,600 RPM—achieving 95.4 horsepower per liter and establishing new benchmarks for specific output in the entry-luxury segment. The valvetrain employed solid lifters requiring precise mechanical adjustment, reflecting its racing-inspired heritage.

The robust twin-cam powerplant that defined the second-generation Integra's performance character before the VTEC revolution. This 1,830cc DOHC inline-four featured a conventional but highly refined 16-valve design with hydraulic lash adjusters for maintenance-free operation. The block employed cast iron cylinder liners in a rigid aluminum block with cross-bolted main bearing caps, while the crankshaft used eight counterweights for exceptional balance. The cylinder head featured pent-roof combustion chambers with 36mm intake valves and 31mm exhaust valves, optimized for mid-range torque production. The intake system used a dual-stage manifold with vacuum-operated butterflies that switched from long to short runners at 5,000 RPM, providing strong low-end response while maintaining high-RPM power. With 9.2:1 compression and multi-point fuel injection, it produced 130 hp at 6,300 RPM and 121 lb-ft of torque at 5,000 RPM. The engine's conservative 7,000 RPM redline belied its exceptional durability, with many examples exceeding 300,000 miles with proper maintenance. The oiling system featured a gerotor-type pump with pressure-relief valve calibrated for sustained high-speed operation.

The revolutionary powerplant that launched the Integra nameplate and established Honda's reputation for advanced engine technology in the premium compact segment. This 1,590cc DOHC inline-four was the first mass-produced Japanese engine to feature four valves per cylinder in the American market, representing a quantum leap in breathing efficiency over contemporary eight-valve designs. The block used a closed-deck construction with cast iron liners and a five-main-bearing crankshaft with induction-hardened journals. The cylinder head employed a hemispherical combustion chamber design with 31mm intake valves and 27mm exhaust valves, actuated by dual overhead cams through bucket-type followers. The intake system featured tuned-length runners with a dual-stage manifold that optimized torque across the rev range, while the exhaust used a 4-2-1 header design for improved scavenging. With 9.5:1 compression and Honda's sophisticated PGM-FI system, it produced 113 hp at 6,250 RPM—achieving 71.1 horsepower per liter in an era when most competitors struggled to reach 60 hp/liter. The valve train used hydraulic lash adjusters, making it one of the first maintenance-free twin-cam engines in its class.

The economical base engine that made the first-generation Integra accessible while maintaining Honda's reputation for refinement and reliability. This 1,488cc SOHC inline-four featured a conventional but meticulously engineered 12-valve design with a single overhead cam operating three valves per cylinder—two intake and one exhaust—through rocker arms with hydraulic lash adjusters. The block employed a deep-skirt design with cast iron liners and a five-main-bearing crankshaft with eight counterweights for exceptional smoothness. The cylinder head used wedge-shaped combustion chambers with 30mm intake valves and 28mm exhaust valves, optimized for fuel efficiency and low-end torque. The intake manifold featured long, tuned runners that emphasized mid-range response, while the exhaust system used a log-style manifold with dual resonators for noise suppression. With 9.3:1 compression and a simple but effective carburetor (early models) or throttle-body injection system, it produced 90 hp at 6,000 RPM and 93 lb-ft of torque at 4,500 RPM. Despite its modest output, the EW1 featured the same attention to detail as its more powerful siblings, including a gear-driven counter-rotating balance shaft that virtually eliminated secondary vibrations, setting new standards for four-cylinder refinement in the economy segment.

The technological tour de force that powered the third-generation Integra Type R and established new benchmarks for naturally-aspirated four-cylinder performance. This 1,998cc DOHC inline-four featured Honda's revolutionary i-VTEC system, combining traditional high-RPM VTEC with continuous variable cam phasing on the intake cam—allowing for 50 degrees of timing adjustment across the rev range. The block employed a rigid aluminum construction with FRM (Fiber-Reinforced Metal) cylinder liners and a balanced crankshaft running in five micro-polished main bearings. The cylinder head featured racing-inspired 35mm intake valves and 30mm exhaust valves with 38° included angles, while the combustion chambers were CNC-ported for optimal flow. The intake system used individual velocity stacks with a dual-stage manifold that switched from long to short runners at 5,800 RPM, complemented by a 4-2-1 exhaust header with equal-length primaries. With an aggressive 11.5:1 compression ratio, high-lift cam profiles engaging at 5,800 RPM, and individual throttle bodies, it produced 220 hp at 8,000 RPM—achieving an incredible 110 horsepower per liter. The oiling system featured a high-flow pump with an additional scavenge stage for the VTEC mechanism, while the forged steel connecting rods and lightweight pistons were balanced to withstand sustained 8,400 RPM operation.

Power Output: 145 hp Drive Type: FWD Available in: coupe Add detailed specifications and technical information below:

Power Output: 200 hp Drive Type: FWD Available in: coupe Add detailed specifications and technical information below:

Power Output: 150 hp KEY!!!! Drive Type: FWD Available in: coupe Add detailed specifications and technical information below:

The bespoke manual gearbox developed exclusively for the first-generation NSX, featuring a direct-link shifter mechanism mounted to the transaxle case for unparalleled shift precision. This transmission employed triple-cone synchronizers on second and third gears—a technology previously reserved for racing applications—with carbon-lined brass synchronizers on the remaining gears. The gearset was manufactured using a dual-shot-peening process followed by REM isotropic superfinishing, reducing surface roughness to 0.1 microns for exceptional durability and reduced friction. The case was precision-cast from aluminum alloy with internal ribbing that increased torsional rigidity by 40% compared to conventional designs. The limited-slip differential used a torque-sensing helical design with 25% lockup under acceleration and 15% during deceleration, providing optimal traction without compromising handling neutrality. The shift mechanism featured a 35% reduction in throw distance compared to contemporary sports cars, with positive gate detents that provided tactile feedback reminiscent of racing gearboxes. The complete transmission weighed just 187 pounds despite its robust construction, contributing to the NSX's exceptional weight distribution and handling balance.

The strengthened and refined manual transmission for the second-generation NSX, featuring an additional gear ratio and improved synchronizer technology. This transmission retained the triple-cone synchronizers on second and third gears but introduced carbon-lined multi-cone synchronizers on fourth gear, reducing shift effort by 15% while maintaining positive engagement. The gearset employed a revised ratio spread with a shorter final drive (4.235:1 vs 4.062:1) to improve acceleration, while sixth gear remained an overdrive ratio for relaxed highway cruising. The case was manufactured from magnesium alloy to reduce weight by 18 pounds compared to the NA1 unit, while maintaining the same exceptional rigidity. The limited-slip differential was upgraded to a torque-sensing helical design with 40% lockup capability under power and 20% during coasting, providing improved traction out of corners. The shift mechanism incorporated a revised linkage with PTFE-impregnated bushings that reduced friction by 25%, while maintaining the direct, mechanical feel that defined the NSX driving experience. The clutch system used a larger-diameter single-plate design with a ceramic-metallic disc that could handle the increased torque of the 3.2L C32B engine, while providing progressive engagement characteristics suitable for both track and street use.

The legendary cable-operated manual that became synonymous with 1990s Acura performance in the Integra GS-R. This transmission featured carbon-lined synchros for buttery shifts, with a unique reverse lockout collar to prevent accidental engagement. The final drive ratio of 4.400:1 was perfectly matched to the B18C1's high-RPM power band, while the helical-cut gears were shot-peened for durability and noise reduction. The shift linkage used a dual-pivot design with bronze bushings for precise gate selection, and the differential employed a conventional open design with 28-spline axles. The case was made of precision-cast aluminum with internal ribbing for maximum rigidity, weighing just 78 pounds complete with fluid. This transmission could handle repeated 8,200 RPM clutch-drops thanks to its induction-hardened gears and tapered roller bearings throughout.

The bespoke manual gearbox developed exclusively for the second-generation NSX, featuring a triple-cone synchronizer on second gear and carbon-fiber reinforced shift forks. This transmission used a direct-link shifter mechanism with a 40% reduction in throw compared to conventional designs, mounted directly to the transaxle case to eliminate cable deflection. The gearset employed a dual-shot-peening process and REM isotropic superfinishing for exceptional surface durability, while the differential was a torque-sensing helical limited-slip unit with 40% lockup capability. The case was manufactured from magnesium alloy to reduce weight, and the clutch used a dual-mass flywheel with sintered iron disc for precise engagement. The shift mechanism incorporated an automatic rev-matching system that blipped the throttle via drive-by-wire during downshifts, with programming that varied the blip amount based on longitudinal g-forces.

The technological tour de force that powers modern Acura performance models, featuring an incredibly wide 10.147:1 overall ratio spread. This transmission uses four planetary gearsets and six clutch packs in a compact package, with shift times of just 200 milliseconds—faster than many dual-clutch units. The hydraulic system operates at 180 psi and features an electric pump that maintains pressure during auto start-stop operation. The torque converter uses a multi-plate lockup clutch that can slip continuously from 2nd through 10th gears, improving efficiency by reducing fluid coupling losses. The control unit processes over 400 parameters 500 times per second, including longitudinal and lateral g-forces, to select the optimal gear. The gearset uses a unique alternating pinion design that shares loads across multiple gears, while the case is high-pressure die-cast aluminum with internal cooling channels for the clutches.

The heavy-duty manual transmission developed for the J-series V6 powertrains, capable of handling 270 lb-ft of torque. This transmission featured double-cone synchronizers on 2nd and 3rd gears, with single-cone units on the remaining forward gears. The shift mechanism used a direct rod-linkage system with pivot points lubricated by PTFE-impregnated bushings, providing exceptional shift precision. The case was cast from A356-T6 aluminum and featured internal webbing to control resonance at high RPM. The differential was a torque-sensing helical limited-slip unit with 30% lockup under acceleration and 15% during deceleration. The clutch system employed a dual-mass flywheel to dampen torsional vibrations from the V6, with a hydraulically actuated release bearing that eliminated the need for periodic adjustment. The gear ratios were carefully selected to provide strong acceleration in second and third gears while allowing 60 mph cruising at just 2,200 RPM in sixth.

Acura's first automated manual mode transmission, featuring Grade Logic Control and Shift Hold Control. This electronically controlled hydraulic automatic used five clutch packs and three planetary gearsets in a compact transverse layout. The SportShift system allowed manual gear selection via a separate gate, with the transmission control module programmed to prevent automatic upshifts at redline. Grade Logic Control used input from the throttle position sensor, brake switch, and vehicle speed sensor to detect uphill/downhill conditions, inhibiting upshifts on inclines and triggering engine braking on descents. The torque converter used a computer-controlled lockup clutch that could engage in all five gears, while the valve body employed linear solenoid valves for precise pressure control. The transmission fluid was cooled through a dedicated radiator integrated with the engine cooling system, maintaining optimal temperatures during aggressive driving.

The world's first DCT to incorporate a torque converter, combining the launch performance of a traditional automatic with the shift speed of a dual-clutch. This transmission features two concentric clutches—one handling odd gears (1,3,5,7) and the other even gears (2,4,6)—with a traditional torque converter providing smooth launch characteristics. The hydraulic system operates at 250 psi and uses an electric pump to maintain pressure when the engine is stopped. Shift times are under 100 milliseconds in Sport+ mode, with the transmission capable of skipping multiple gears during aggressive deceleration. The control unit uses a 32-bit processor that monitors input and output shaft speeds, selecting the optimal pre-engaged gear based on throttle position, lateral g-forces, and steering angle. The gear sets are shot-peened and super-finished, while the wet clutches run in a separate oil bath cooled by its own dedicated heat exchanger.

The transverse-mounted 9-speed automatic designed for front-wheel drive and SH-AWD applications, featuring an innovative dog clutch for gear selection. This transmission uses four planetary gearsets and six shift elements to achieve a wide 9.811:1 ratio spread. The unique design incorporates a one-way dog clutch that replaces a traditional friction clutch for second gear, reducing parasitic losses and improving efficiency. The hydraulic control system employs nine linear solenoids and three pressure control valves, with the transmission control module processing data from over 20 sensors. The torque converter uses a centrifugal pendulum vibration absorber to cancel out engine vibrations, allowing aggressive lockup strategies as low as 1,100 RPM. The gear ratios are closely spaced in lower gears for acceleration, with tall overdrive ratios for highway efficiency. The case is high-silicon aluminum with integrated fluid passages that eliminate external cooling lines.

The revolutionary transmission system in the NSX hybrid, featuring three electric motors integrated with a 9-speed dual-clutch transmission. The system includes a Twin Motor Unit (TMU) at the front axle with two 36 hp motors independently driving the front wheels, and a Direct Drive Motor (DDM) between the engine and transmission providing 47 hp and torque fill. The 9-speed DCT features wet multi-plate clutches and can execute shifts in under 100 milliseconds. The DDM also serves as a starter motor and generator, while providing torque vectoring at the front axle during cornering. The transmission control unit coordinates with the hybrid system controller to provide seamless power delivery, with the electric motors compensating for turbo lag and shift interruptions. The complete system weighs just 278 pounds and can distribute torque from 100% rear to 70% front, with independent front wheel torque vectoring from 0-100% to either wheel.

The heavily revised automatic for the third-generation TL, featuring improved Grade Logic Control and F1-style paddle shifters. This transmission used an adaptive shift schedule that learned driver behavior, with Sport mode holding gears longer and providing more aggressive downshifts. The paddle shifters were mounted on the steering wheel and provided full manual control, with the transmission refusing to upshift at redline but automatically downshifting during braking. The hydraulic system employed faster-acting solenoids and a higher-flow pump, reducing shift times to under 350 milliseconds. The torque converter used a multi-plate lockup clutch that could slip continuously, improving efficiency without compromising refinement. The transmission fluid was cooled through a dedicated air-to-oil cooler mounted in the front bumper, maintaining consistent performance during track use. The final drive ratio was optimized for the J35 engine's power band, with closely spaced intermediate ratios for strong acceleration.