Page Title
My JGTC project begins
with this wrecked 1992.  
I'm not sure why it wasn't  
fixed by the
owner/insurance
company, the only
damage was to items
that could easily be
replaced.  The frame
wasn't even scratched
(except the sheet alum
around the right
headlight).  I put the car
on the scales to double
check the frame and the
corner weights were fine.  
It even drove perfectly
straight!  I could have
fixed it up and sold the
car  for a profit but
making money was not
my goal.   I wanted to
build the most bad ass
track NSX in America.
Here's the entire rear
drivetrain and front
suspension.  It's for
sale.  The rest of the
parts are in my
garage.  They're for
sale too.
This is the only part I
was interested in.  I'll
end up cutting the
front and rear clips off
as I only need the
section from fire wall
to fire wall for my
project.
Here's a picture of a widebody NSX, a real JGTC
NSX and both superimposed one-on-top of
another.  Note the faint yellow lines on the bottom
picture.  That's the outline of the widebody NSX.  
From bottom to top there's very little difference (as
would be expected in a spec class), but that's
where the similarities end.  The rims on the JGTC
are smaller (18 vs 19) yet the diameter of the tires
are much larger.  Ultra low profile tires are not the
hot setup for road racing, they're too unforgiving
and don't offer enough compliance.  Let's  face it,
tires win races (Days of Thunder).  But with a
stock NSX you have no choice as using the
correct sized tires will raise the chassis a couple
of inches higher (higher CG and more geometric
weight jacking) and throw the gearing off.  Yea,
you can lower it, but most NSX's are already
lowered and going lower will really screw up the
suspension geometry and it'll never handle right.  
The correct way is to move the suspension pickup
points.  Once you've come to this conclusion
designing a suspension system around the
optimum tire/wheel combination becomes a top
priority.  And while the NSX is a very refined car it
still needs to be able to drive over speed bumps,
go up steep driveways, run over a curb here and
there, not squat, dive or dart excessively, and be
relatively comfortable on rough roads.  Therefore,
the suspension system design and geometry has
to compromise somewhere.  As you'll see in the
following photos the JGTC cars don't have these
constraints and have optimised the design for one
purpose only, going fast on a closed race
course.   
Front end; notice that relative to the floor
pan, the stock NSX front fender is actually
lower than the JGTC car by several inches.  
In fact, the stock fender would rest on top of
the tire of the JGTC car! (the top of the
fender, not the lip).  That's why the JGTC
cars have that distinctive "raised eyebrow"
look to them.  Why?  The front suspension
and uprights have been raised about 4
inches higher.  Or, another way to look at it
is that the suspension stayed put and the
whole car was lowered 4 inches.  I'm
referring to the suspension as if it was
relatively stock for simplicity when in fact
it's quite different.