again, it's your money and build whatever you want if you really want to have a TYPE R. however, the resale value won't exceed what you spent. That white R conversion is a good sample. Other than the weight, it has more than a real type R. But 119k wont get it sold, and it will stay there for another few years.
yes 15k is crazy,
Just to be clear I have no intention of getting all my money back, and especially not exceeding the value.
OK.... i just feel inclined to defend a NSX-R vs CTSC comparison and set the record straight. overall performance is just not that simple.
I do not understand how that white 97 NA2 CTSC with a cosmetic NSX-R conversion for 119k car has more of anything than a real type-R? that is impossible. this just goes to show how much a NSX-R must be the most completely misunderstood and under estimated car. An NSXR performs at GT3 levels with 10X the reliability and full interior street drive-ability.
Many people drastically underestimate weight importance to the NSX chassis.... Any real nsx-r or a functional light weight clone like mine would out perform and beat that thing to death over and over to an embarrassing level
I broke it down to numbers in a previous post that i will quote myself here. showing how a CTSC is not the simple answer to beating a NSX-R.
Weight plays into two very important places:
One: is the power to weight ratio that's gives a relative acceleration comparison::: 8.1 p/w NSXR compared to 7.87 p/w NA2 CTSC very close 3% difference
Two: much less understood is weight alone and effects on braking, turning, weight transfer curve to curve ect. 2800 lbs vs 3150 lbs = 15% difference
Simplified: the CTSC may be 3% faster in the straights but the NSX-R will be 15% faster everywhere else, it will carry more speed through and out of the turns and therefore drastically out-run the CTSC everywhere. and keep doing it for many more laps way beyond that CTSC cars overheating limits. Theoretically the CTSC car would need to improve it P/W RATIO by 15% which would equal = 475hp at crank to get close to overpowering the nsx-r's weight advantage. but then comes reality that managing that kind of power for many laps is very very difficult, and motors will blow unless many precautions have been made.
As also mentioned CTSC heat soak has not even been taken into consideration yet... the CTSC is a great power adder but no power adder is perfect... will lose 20-30whp after a just a few laps... at that point it the CTSC power to weight will be around 8.4 and it will not even be fair to even bother to continue the comparison. The 450 lbs lighter better handling and braking NSX-R and newfound better power to weight will be lapping the heat soaked CTSC. Theoretically after Heat soak consideration that same CTSC that needed 475 hp to keep up now needs at least 525whp.. and it will blowup long before it does that.
The NSXR is an amazing balance of power and weight very few fully understand.
You could attempt to reduce the weight of the NSX-T CTSC car.... But its not so simple.... the targa chassis its self weighs 200lbs more than a coupe. Then there is heavy power steering, no A/C, No stereo, and many other differences that add up to the 450lbs weight difference.. its a long road of deducting and swapping out pound after pound just to get to 3000lbs. getting to 2800lbs would require weight reduction beyond the NSX-R. no interior ect.. You really have to start with a coupe to recreate a functional NSX-R, or its an uphill battle..
If handling and "overall" performance is not something on the top of the priority list then weight reduction and NSX-R functionality is not relative just add the biggest turbo available, forget everything else, smash the gas and go straight there plenty of cars that do that very well..
I'm not anti-boost by any means, if someone does boost and weight reduction than more power to them, but there is a misconception that boost by itself makes a car perform better overall than a light weight N/A car. theres allot of skill of factors that go into driving a boosted car fast. especially since any turbo or CTSC also adds about 75lbs to the rear of a NSX therefore inducing a bit more over steer... I used to drive a 2800lb roll caged 1988 911 with 500hp, its no easy feat, its like wrestling a snake or an alligator around the track all day. Thus why many race variants like GT3 and challenge cars are N/A
As the great Colin Chapman is quoted often...." add power and you make a car faster in the straights, add lightness and you make it faster everywhere".
Based on my calculations this is likely a 3150lb car at best since all the basic reductions from NSX-R CF seats, hood, spoiler engine cover, only add up to 40-50lbs at most, the Ti exhaust -30lbs, 02 headlight conversion -30lbs, misc 25lbs ..... = total weight reduction of around -140lbs still hardly offsetting the 75lbs additional from the CTSC and estimated 3200 stock starting weight... add an estimated 400 crank / 350whp to the wheels equals around a 7.87 Power to weight not really that fast overall.... and still heavy in the turns... and still limited by chassis flex of a targa. and the well known fact that a CTSC will start losing good bit of power as it heat-soaks.
Although a very impressive OEM NSX-R parts list which is easy to get googly eyed over....
I would put money on this car still being slower than a real NSX-R. and also slower than a few well built functional NSX-R type builds out there.... Mine for sure, with 650lbs weight advantage and better p/w of 7.55 even before heat-soak kicks in my setup would run circles around it. I'm not factoring in any driver variable here. just one setup vs another setup
as mentioned NSX-R function is not an easy feat
