This 1995 Honda NSX-R is #349 of 483 first-generation Type R examples produced for the Japanese market between 1992 and 1995. Finished in Championship White, the car is powered by a 3.0-liter V6 mated to a five-speed manual transaxle with a 4.235:1 final-drive ratio and a limited-slip differential. It rides on white-painted Enkei forged alloy wheels and is further equipped with front chassis braces, a stiffened suspension, unassisted steering, and four-wheel ventilated disc brakes. Inside, Recaro carbon-Kevlar seats are trimmed in red Alcantara and accompanied by a MOMO steering wheel, a titanium shift knob, and optional air conditioning. The timing belt and water pump were replaced as part of an engine-out service completed in February 2024, and additional work performed at that time involved replacing the rotors and tires as well as installing a Bluetooth-capable stereo. The car was imported to the US prior to the selling dealer’s acquisition in 2025, and it now shows 24k kilometers (~15k miles). This NA1 NSX-R is now offered in North Salem, New York, with Japanese manufacturer’s literature and records, recent service invoices, and a clean Montana title.
The Type R variant of the NSX was introduced in 1992 as a track-oriented offering exclusively for the Japanese market with several amenities eliminated in favor of a claimed weight savings of approximately 265 pounds. This example is finished in Championship White (NH0) with a black roof panel. Exterior features distinct to the NSX-R model include a red Honda nose badge as well as mesh grilles integrated into the front air inlets. Imperfections in the finish are shown in the gallery below.
White-painted Enkei forged alloy wheels measure 16×7” up front and 17×8.5” out back and are wrapped in Bridgestone Potenza RE-71RS tires that were mounted in 2024. The NSX-R was equipped with a performance-focused suspension setup that included stiffer springs, shocks, and sway bars as well as reversed spring bias and two front chassis braces. Power assistance was eliminated from the steering system for Type R examples, which were also built without traction control. Braking is handled by ventilated discs with four-channel ABS, and the rotors were replaced in February 2024.
The right-hand-drive cockpit houses a pair of carbon-Kevlar Recaro buckets seats that are trimmed in red Alcantara and feature forward and aft power adjustment. Black upholstery covers the door panels, dash, and center stack, which are accented by red stitching. Neither air conditioning nor an audio system was standard on the NSX-R, and a spare tire was not included, though this example is equipped with all three aforementioned options. The audio system has been upgraded with a Bluetooth-capable headunit modified by Willman’s Electronics to operate in conjunction with the factory faceplate.
Type R–specific features include a non-airbag MOMO steering wheel and a titanium shift knob. Instrumentation consists of a 180-km/h speedometer and a tachometer with an 8k-rpm redline along with gauges monitoring oil pressure, coolant temperature, fuel level, and voltage. The six-digit odometer shows 24k kilometers (~15k miles).
The passenger-side threshold plate is stamped with the chassis number as well as sequence number R0349.
The mid-mounted 3.0-liter C30A V6 in the NSX-R was shared with the standard NSX, though it featured a blueprinted and balanced crankshaft assembly. Like the standard engine, the C30A included VTEC variable valve timing, dual overhead camshafts for each cylinder bank, a 10.2:1 compression ratio, and Honda PGM-F1 electronic fuel injection. The timing belt and water pump were replaced as part of an engine-out service completed in February 2024, at which time a ScienceofSpeed lost motion assembly, coolant hose, and seal kits were installed. The thermostat, coolant expansion tank, and fuel filter were also replaced.
Power is sent to the rear wheels via a five-speed manual transaxle with a 4.235:1 final-drive ratio, instead of the 4.06:1 gearing of the standard NSX, as well as a limited-slip differential with a higher lockup ratio.