The kerb weight is down by 26kg thanks to a carbon-fibre roof, carbon ceramic brakes, carbon engine cover and carbon interior trim. Under the skin quite a bit of retuning has gone on, a lot of it inspired by the NSX GT3 contender in the US. The transmission, for example, has been tweaked for 50 per cent faster upshifts as well as the incorporating the (now common) rapid downshift mode; when you have nine ratios, it helps if you can shortcut your way through them after all.
The torque-vectoring electronics and adaptive dampers have been optimised for sportier handling while the aero performance (and the styling) benefits from more aggressive front and rear aprons, the large new rear diffuser based on that of the GT3 car. The gloss black forged alloy split-spoke wheels are new, as is the chosen tyre: Pirelli P-Zero.
The enhancements are modest and the weight savings do not make it a light car, still tipping the scales around 1.7 tonnes. Any improvements are so far unsubstantiated by performance; a two second a lap advantage over the regular NSX around the Suzuka circuit is the only indication of how much quicker the Type S is.