To put the power to the beefy and absurdly sticky Hoosier A6 compound 295/30R18 rear meats wrapped around Rays Volk RE30 18x10.5 wheels, ScienceofSpeed decided to fit a Honda NSX-R 6-speed gearbox using an SOS conversion kit. Along with the SOS NSX-R spec shift lever and the precisely tuned detents, the gearbox was perfection in action. It's precisely because of the wonderful tactile feel of gearboxes like this and the satisfaction that they bring to the driver that I have such disdain for the paddle-shifter crap that is so quickly proliferating street cars. Leave that to the race cars, where accumulated tenths and hundredths really make a difference, and bring back the proper gearbox. The art of driving in this respect is slowly, painfully and regrettably being lost.
To round out the driveline mechanicals, SOS used a Honda NSX-R 4.23 final drive and an RPS single-disc clutch. The final drive allowed the engine to operate with what felt like an increased level of efficiency, and the clutch-with its light, streetable pedal weight-was firm in its grasp on engagement. The entire driveline felt so solid it really was hard to believe that I was piloting an almost 18-year-old car!
An enormous amount of thought and attention to detail was clearly afforded to the braking and suspension elements, with the '92 sporting a superb Moton double adjustable coilover setup, with 600 lb/infront and 500 lb/in rear springs. SOS adjustable end links and sway bars were used along with SOS Rapid non-compliance toe links and rear beam bushings. To further increase the already excellent torsional rigidity of the SOS car, a Honda NSX-R front chassis brace was added.
To shed off the Honda's speed potential and to help stop any would-be journalists from potentially painting tire walls with white Honda paint, SOS chose a Brembo Comptech Pro Indy braking system with Carbotech brake pads up front. To provide cooling for the imminent buildup of heat, Downforce carbon-fiber brake ducts were used.
The final mods were centered around the immaculate interior of the NSX with the addition of Recaro Pole Position seats on custom SOS seat rails. Mounted to an SOS steering hub is a beautiful F1-inspired Mugen GT steering wheel, complete with the "R" Honda symbol; a clean execution with a race car feel, but miles and miles from boy racer.
So that's the parts list. But again, this car was far more about the feel. To say this '92 SOS NSX is far more than the sum of its parts is to truly make an example of such a statement. Driving position was comfortable, supportive and satisfyingly snug. I really get the feeling that the NSX, although made for a wide range of body sizes, was really intended for little people like me. Everything is within easy reach and easy sight. Although called an Acura here in the U.S. to help with some marketing appeal, it's clear that Honda is proud of what it has achieved with all of its cars, as the switchgear in this rocket was exactly like that in my '95 Accord. Such immediately palpable connections to its more pedestrian machines allow Honda to offer its NSX owners a sense of familiarity and comfort as well as a respect for the company's exemplary family lineage
Start-up came sans drama and was followed by a quick and sharp bark from the TAITEC GT lightweight exhaust. A quick check of systems was made and then it was a pleasant snick into first gear and off we went. The car's entire dynamic made itself felt immediately with everything working in concert with everything else. From motor to gearbox to suspension and steering, the NSX seemed to wait for me. In its capability, the SOS car seemed to offer plenty of "Let's go have some fun"-and who am I to deny something like that?
By Mike Speck
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