Quote Originally Posted by AR View Post
You sure about this I am sure it was faster than the 348. Well mine is.( where is the evil smiley ? )
Yes, most magazines recorded mid 5's (0-60) and 158-161mph for the early NSX while the 348 was low 5's and 165mph+. I'll dig out my copy of Car Magazine, circa Oct 1990, when they compared the NSX with the 348, Carrera 2 (964) as well with an Esprit Turbo.

The performance differance is barely enough to notice when running side by side but if either car is off colour it'll be the slower one.

Remember it's just as easy, probably easier, to release a few more ponies (or take some weight out) from the Porsche and Ferrari as it is the NSX.

There was a particularly fast 348 at one of the VMAX days. It ran 166mph into a strong headwind that reduced Carrera 993's and M3's to about 150mph!

Quote Originally Posted by AR View Post
Different metal and temper compounded with different pad compounds and better airflow.

Just my .2 p and all that.

Cheers,

AR
Which adds up to 0.0001% improvement

I'm not sure I believe the metal temper story, did they dip them a slightly differant acid OR add one more heat/cool cycle OR hold the discs in for for 2 more secs? If this works so well why not do the same to the non grooved ones?

Airflow, for cooling, is the same i.e. same deflectors, disc ventilation. The grooves help the pad gases escape which is a slightly differant thing. Of course the grooves actually reduce the friction area.

Fundamentally the discs are too small to absorb then release the heat generated in hard circuit driving. You can fiddle around the details and find some small improvements but this is an occassion where bigger really is better

Cheers

Mark