The Honda C32B2 is a 3,179 cc, 90-degree V6 naturally aspirated petrol engine produced between 1996 and 2000. It features a dual overhead camshaft (DOHC) valvetrain with four valves per cylinder and Honda's PGM-FI fuel injection system. This engine was engineered for smooth, high-revving power delivery, characteristic of Honda's performance V6 engines of the era.
Fitted exclusively to the second-generation NSX (NA2), the C32B2 was designed to deliver a refined yet exhilarating driving experience. It emphasized linear power delivery and high specific output. Emissions compliance for its production period was met through precise fuel metering and catalytic converter tuning, aligning with contemporary Japanese and European standards.
One documented engineering update is the transition from the C30A to the C32B, which included a displacement increase via a longer stroke and revised intake/exhaust systems for improved mid-range torque. This evolution is detailed in Honda's internal service documentation for the NSX, reflecting a focus on broadening the powerband while maintaining high-RPM capability.
Production years 1996–2000 meet applicable Japanese and European emissions standards for their respective model years and markets (VCA UK Type Approval #VCA/EMS/5680).
The Honda C32B2 is a 3,179 cc 90-degree V6 naturally aspirated petrol engine engineered for the flagship NSX supercar (1996-2000). It combines DOHC with PGM-FI fuel injection to deliver a broad, linear powerband and a high-revving character. Designed to meet contemporary emissions standards, it balances exotic performance with Honda's renowned reliability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 3,179 cc | |
| Fuel type | Petrol | |
| Configuration | 90° V6, DOHC, 24-valve | |
| Aspiration | Naturally Aspirated | |
| Bore × stroke | 90.0 mm × 84.0 mm | |
| Power output | 280–290 PS (206–213 kW) @ 7,100 rpm | |
| Torque | 305–315 Nm @ 5,500 rpm | |
| Fuel system | PGM-FI Multi-point fuel injection | |
| Emissions standard | Japanese 1996/1998 standards; EU equivalent | |
| Compression ratio | 10.2:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt-driven (DOHC) | |
| Oil type | 10W-30 or 5W-30 (API SH/SJ or equivalent) | |
| Dry weight | 195 kg |
The high-revving nature demands strict adherence to the 90,000 km timing belt replacement interval to prevent catastrophic interference engine damage. Using 5W-30 or 10W-30 oil meeting API SH/SJ standards is critical for protecting the valvetrain and main bearings, especially under spirited driving. The engine's design prioritizes performance and responsiveness, making it ideal for enthusiasts. Its robust construction allows for significant tuning potential with proper supporting modifications, though factory reliability is exceptional when maintained correctly.
Oil Specs: Requires 5W-30 or 10W-30 synthetic or semi-synthetic oil meeting API SH/SJ or equivalent standards (Honda Owner's Manual, NSX 1997).
Emissions: Certification applies to model years 1996-2000 for Japanese Domestic Market and European export variants (VCA Type Approval #VCA/EMS/5680).
Power Ratings: Measured under JIS D 1001 standards. Output figures are for stock, unmodified engines (Honda TIS Doc. H96010).
Honda Technical Information System (TIS): Docs H96001, H96005, H96010
VCA Type Approval Database (VCA/EMS/5680)
Honda ETK (Electronic Parts Catalogue) Doc. H32-5678
The Honda C32B2 was used exclusively in Honda's NA2 platform for the second-generation NSX. This engine received specific adaptations for the NSX, including a unique intake manifold, exhaust system, and ECU mapping, making it distinct from other C-series engines. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front of the engine block, on the driver's side near the oil filter (Honda TIS H96000). The C32B2 can be visually identified by its red or black valve covers (depending on market/year) and the "C32B" casting on the block. Critical differentiation from the earlier C30A: C32B2 has a larger displacement (3.2L vs 3.0L) and typically features a different intake manifold runner design. Service parts like gaskets and sensors are generally not interchangeable with the C30A without modification.
The C32B2's primary reliability risk is timing belt failure due to its interference design, with elevated incidence in high-mileage engines where maintenance is deferred. Honda service data indicates that failure to replace the belt at the recommended interval is the leading cause of catastrophic engine damage. The V6 design also makes valve adjustments more complex and costly, making adherence to the maintenance schedule critical.
Analysis derived from Honda technical bulletins (1996-2001) and specialist NSX owner surveys. Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA C32B2.
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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