43 realtimerl.com | RACER.com
DRIVING THE ACURA NSX GT3
sure you could have gone even faster.
With no-lift shifts and rev-matching
downshifts, the six-speed sequential
gearbox is a treat to experience; all you
need to do is flex your fingers when the
shift light hits its mark. Even mid-turn shifts
are seemingly uneventful, making the run
off of an apex an eye-widening experience.
While HPD and Real Time Racing won’t
share the final power numbers of the
NSX GT3, you can rest assured that the
statement they offer of “more than the
standard NSX” is pretty accurate. The
street version certainly provides a kick in
the pants when you throttle down, but the
difference in terminal velocity compared
to the GT3 racer is immediately apparent.
For Eversley, the NSX GT3 is a new
“The racecar just has so much
chapter after two Pirelli World Challenge
GT campaigns with the Acura TLX GT.
“You’re starting off with a much more
optimized product in the street NSX. It’s a
sports car – it’s what it’s made for,” he
says. “The TLX is a four-door sedan for
your family, and we were trying to beat
McLarens with it – and sometimes did!”
With the NSX GT3, Real Time is already
seeing solid results, and heading toward
the sharp end of the GT class as the PWC
season heads into its second half.
“To be in the top five already, we’re
really happy,” Eversley notes of his
finishes at Lime Rock’s SprintX rounds.
“We’re still dialing in what this car likes on
setup, we’re still dialing in what it likes on
aero, and the series is still dialing in what
it needs for balance of performance.
They’ve been helping us with the boost
side; we’ve been helping ourselves with
engineering, with support from HPD and
the Michael Shank team in IMSA. We are
all working together to make this NSX
GT3 as competitive as possible.”
more grip than the street car; it’s
just two different worlds”
A remarkably small number
of items are changed from
the street Acura NSX to
the NSX GT3 racecar.
The hybrid system is
jettisoned, as per FIA GT3
regulations, and a six-speed sequential gearbox
replaces the standard unit.
including unique hubs,
wishbones, dampers and
springs, joins the chassis
at the OE mounts. This
package is engineered
to optimize handling at
a lower ride height, and
is much more durable.
brakes on the NSX must be
replaced with a steel rotor
on the GT3 spec car.
Aero additions, including
the homologated rear wing
and front splitter, increase
downforce by 500 percent.
From the start, Honda
worked closely with Honda
R&D to ensure the Acura
NSX street car would be the
optimal baseline for the GT3.
“I was working with HPD
in early 2012,” says Jason
Widmer of Honda R&D. “We
were always consulting with
the race side of things to
make sure the road car was
going to meet their needs.”
Surprisingly, the NSX
GT3 racecar is not a major
departure from its road
going counterpart, with
much of the chassis and
the major mechanical
Tucked under the decklid
of the NSX GT3 are the
same 3.5-liter V6 engine,
twin turbos, intercoolers
and air boxes you’ll find on
the street version.
Similarly, the space
frame shares much of its
construction with the
street NSX, along with
a significant number of
exterior body panels.
BORN TO GO RACING
ROAD TO RACE TRANSFORMATION
Much of the street
(LEFT) is carried over
to the NSX GT3 racer.
Lower ride height and aero additions give the GT3
racecar added attitude, but it’s still very much an NSX.