Of course, no proper Honda collection would be complete without at least one brand-new, hardly before-driven example. A 2005 Formula Red NSX that sits at the hall's opposing end with only 89 miles on its odometer fills that void, sandwiching the brand's Acura line between itself and its equally red supercar predecessor. Next to it rests a car that once retailed for nearly a third but remains every bit as desirable—a Phoenix Yellow Integra Type R that's collected no more than 4,000 miles of use—a car that, by itself, warrants the museum's privacy and over-the-top security system

Honda updated its NSX for the 2002 model year with a whole new look. The second-generation body style is most easily distinguished by its fixed headlights and redesigned bumper covers (among many other differences).
The most notable changes with the NSX's 1997-2005 3.2L engine are a slightly larger-displacement bottom end and drive-by-wire architecture. And red valve covers. This C32B1 is said to have been taken from an Alex Zanardi edition NSX of which only 50 were made. Zanardi models feature a firmer suspension, lightweight BBS wheels, and a fixed hard-top roof at a time when the NSX had almost completely transitioned to removable tops. The Zanardi engine, however, isn't any different than any other 3.2L C-series.
One of the last Integra Type Rs produced, Honda curators nabbed this 4,000-mile, Phoenix Yellow iteration, which nearly completes its Acura homage. Sold in the U.S. from 1997 to 2001 (excluding 1999), the Type R's 195hp engine gets its 25hp power bump (when compared to the GS-R's B18C1) through a hand-ported cylinder head, more aggressive cams, and higher-compression pistons. It also came standard with a limited-slip differential, Recaro seats, and enough ITR badging and red trim to make any Honda fanboy blush.
Honda's DC2 chassis Integra Type R remains the only Type R model to ever be sold in the U.S. Tighter emissions laws made it increasingly difficult for NSX and Civic variants to make their way stateside.
A cutaway of one of Honda's longest-selling powertrains, the Integra GS-R's B18C1, which was available from 1994 to 2001. A number of niceties distinguish the B18C1 from non-VTEC Integra engines besides its variable valvetrain. VTEC engines of that period featured higher-lift and longer-duration cams, a more favorable rod/stroke ratio, higher compression, a better balanced rotating assembly, a higher-pressure oil pump, a deeper-sump oil pan, and a closer-ratio transaxle.
Twelve examples of automotive racing excellence. And one riced-out Civic.
Upon the CRX's release for the 1984 model year, a Mugen-outfitted version was developed to help test American interest in the Japanese-based Honda-tuning brand's performance components. Unfortunately, interest wasn't there. Had the program been a success, Mugen parts would've been made available in U.S. Honda dealerships as early as the mid-1980s. It wasn't until Mugen became involved with Formula One that the brand would earn its current reputation and command thousands of dollars from JDM fanbois for 20-year-old rims.
Honda released its first Si version of the CRX in 1985. Although not nearly as fun but certainly as notable, the CRX HF acheived 51 mpg nearly 30 years ago.
Another cult classic, the 1988-1991 CRX Si remains one of the most popular Hondas to date. Its modularity with Integra parts and adept suspension are, in large part, what've given the car its iconic status within the tuning world.

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