Japan Only. Luxury/Sporty model; a more refined Type-R. Features: Titunium Shift Knob (like Formula-1), MOMO steering wheel, BBS lightweight aluminum wheels, Recaro full bucket seat, mesh design engine cover (like NSX-R), same colored roof as body, 45kg lighter than regular model, harder suspension.
The NSX Type-S is halfway between the standard NSX and the S-Zero. With the Type-S, you get more equipment (more weight) and a milder suspension than the S-Zero.
Sounds good? The catch is, at 10.357 million yen (about $85,000), it’s the most expensive NSX Honda ever sold in Japan
NSX S-Zero, 1997-1999
Japan Only. Racing prepped car. Features: No air conditioning or audio wiring. Harder suspension than normal but softer than the NSX-R. Carbon-fiber Recaro seats. Another 50kg lighter than the Type-S , BBS alloy wheels, mesh engine bay cover. 9.857 million yen (about $81,000). No cruise control, stereo, power door locks, airbags, air conditioning, traction control, power steering, fog lights or navigation system. Honda has come up with a new lightweight lead-acid battery and halved the thickness of the partition glass between engine bay and cabin.
| NSX S-Zero weight reductions vs. standard NSX coupe with power steering) | |
| CHANGED: | |
| Lightweight rear spoiler | -1.7 kg |
| RECARO full bucket seats | -17.5 kg |
| BBS aluminum wheels | -4.0 kg |
| Single mass flywheel | -3.0 kg |
| Lightweight battery (lead-acid) | -3.1 kg |
| Single-pane glass for rear partition | -2.0 kg |
| REMOVED: | |
| Noise damping material | -9.5 kg |
| Cruise control | -0.1 kg |
| Air conditioning | -19.5 kg |
| Sound system | -9.5 kg |
| Fog lamps (non-US cars only) | -1.5 kg |
| SRS (Airbags) | -6.8 kg |
| Traction Control System (TCS) | -1.6 kg |
| Others | -1.7 kg |
| TOTAL | -96.0 kg |
Type-S is 45 kg lighter than ’97 NSX coupe with Power Assisted Steering.
Type-S is 30 kg lighter than ’97 NSX coupe without Power Assisted Steering.
Type-S Zero is 51 kg lighter than Type-S.
At 2800 pounds, the S-Zero is lighter by 212 pounds than the stock coupe, and it can lap Honda’s Suzuka F1 circuit 1.5 seconds faster than the NSX-R, the original, legendary NSX lightweight, born in Japan in 1992. 0-60 mph in 4.5 seconds and 13 seconds flat for the quarter mile. Like the NSX-R, it was developed primarily for the track. (Honda sees it as a kind of weekend racer.) But it’s not as extreme as the R so, yes, you could even use it for commuting. The carbon-fiber Recaros are finished in orange and black. Front spring rates are more than double those of the new 3.2 (at the back, rates are up two-thirds). Shock rates are beefed up correspondingly. It has a lighter, single-mass flywheel. Much of the sound deadening material has been removed to reduce weight.