Honda NSX Wikipedia the free encyclopedia

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Honda NSX

The Honda NSX (sold as the NSX in North America and Hong ) is a sports car that was originally between 1990 and 2005 by automaker Honda. It was equipped a mid-engine. rear-wheel drive powered by an all-aluminium V6 gasoline engine featuring Honda’s Valve Timing and Lift Control (VTEC ) system. A second generation NSX debuted as a car in 2012, equipped with an drive V6 hybrid powertrain, and is to enter into production by

First generation (1990–2005) [ ]


2,977 cc (181.7 cu in) V6 270 bhp (201 kW; 274 PS), 210 lb·ft N·m)

3,010 lb (1,370 kg) 3,020 lb (1,370 kg) (93-94) lb (1,425 kg) (95-96) 3,164 lb kg) (97-01) 3,153 lb (1,430 kg)

2,809lb (1,274kg) (02+

Development [ edit ]

In 1984 commissioned the Italian car designer to design the HP-X ( H onda P X perimental), [ 1 ] which had a mid-mounted 2.0 L V6 configuration.

After Honda to pursue the project its management its engineers that the new car would to be as fast as anything coming Italy and Germany. [ 2 ] The HP-X car evolved into the NS-X ( N ew S e X perimental) prototype. The NS-X and eventual production car were by a team led by Chief Designer Ken and Executive Chief Engineer Uehara. who subsequently would be in charge of the S2000 project. The performance target for the NS-X was the 328. which was revised to the 348 as the neared completion. Honda the NS-X to meet or exceed the of the Ferrari, while offering reliability and a lower price For this reason, the 2.0L V6 of the was abandoned and replaced with a powerful 3.0L VTEC V6

The bodywork design had been researched by Ken Okuyama and Uehara studying the 360 degree visibility an F-16 fighter jet cockpit. [ 3 ] the F-16 came into in the exterior design as well as the conceptual goals of the NSX. In the and other high performance such as unlimited hydroplanes, seat race cars the cockpit is located far forward on the and in front of the power plant. cab-forward layout was chosen in the NSX’s design to optimize while the long tail enhanced high speed stability. [ 4 ] The NS-X was designed to several Honda automotive many derived from its F1 program .

The NS-X was the first car to feature an all-aluminium monocoque [ 5 ] incorporating a revolutionary extruded alloy frame, and suspension. The use of in the body alone saved 200 kg in weight over the steel while the aluminium suspension an additional 20 kg; a suspension compliance helped maintain wheel changes at a near zero [ 6 ] Other notable features an independent, 4-channel anti-lock system; titanium connecting in the engine to permit reliable operation; an electric power system; [ 7 ] Honda’s proprietary variable valve timing (a first in the US) and, in 1995, the electronic throttle control to a Honda.

Honda spent a deal of time and money the NS-X. With a robust apparatus, Honda had significant resources at its disposal and made use of them. Respected Japanese One driver Satoru Nakajima. for was involved with Honda in the early on track development at race circuit, where he many endurance distance related to chassis tuning. Formula One World Champion Senna. for whom Honda had all three of his world championship-winning One race cars before his in 1994, was considered Honda’s innovator in convincing the company to the NSX chassis further after testing the car at Honda’s Suzuka GP in Japan.

Senna further refine the original NSX’s tuning and handling spending a day test driving prototypes and his findings to Honda engineers each of the day’s five sessions. [ 8 ] Senna also the NSX at the Nurburgring and other tracks. [ 9 ] The development program was far-ranging and place at the Tochigi Proving the Suzuka circuit, the 179-turn Course in Germany, HPCC, and newest test track in Hokkaido. [ 10 ] Honda automobile Bobby Rahal (two-time PPG Cup and 1986 Indianapolis 500 champion) participated in the car’s development. [ 11 ] was given two cars by Honda. The one, a black 1993 license plate BSS-8888 letters meaning Beco a childhood nickname — Silva and the number 8 is a reference to his F1 championship in 1988) is still in his possession. [ citation needed ]

The production car made its first appearances as the NS-X at the Chicago Show in February 1989, and at the Motor Show in October to positive reviews. Sports car focused their attention on its low body lines, and pronounced cockpit. Honda revised the name from NS-X to NSX final production and sale.

The NSX went on sale in Japan in at Honda Verno dealership channels, supplanting the Honda as the flagship model. The NSX was sold Honda’s flagship Acura brand starting in 1991 in America and Hong Kong.

and release [ edit ]

Japanese NSX Car (Tochigi Prefectural Police)

its release in 1990, the NSX design measured 1,170 mm (46 in) in height, mm (5.56 in) taller than the GT40 ) and showcased Honda’s The Japanese car maker’s race innovations and competitive history further exemplified on the road by the ultra-rigid, ultra-light all aluminium chassis and front and rear wishbone suspension, with control arms connected to alloy wheels. The car additionally the world’s first production car with titanium connecting forged pistons, and ultra capabilities — the redline was at a lofty rpm — all traits usually with track and race motor cars.

The NSX exterior had a 23-step paint process, an aircraft type chromate designed for chemically protecting the bodywork and a waterborne paint for the coat to achieve a clearer, vivid top color and a smoother finish.

The car’s strong rigidity and cornering/handling capabilities the results of Ayrton Senna direct input with chief engineers while the NSX prototype car at Honda’s Suzuka during its final development [ 11 ] The NSX was initially assembled at the purpose-built RD Plant in Tochigi from to early 2004, when it was to Suzuka Plant for the remainder of its life. The cars were by approximately 200 of Honda’s highest-skilled and experienced personnel, a team of staff with a minimum of ten assembly experience employed various other Honda to run the NSX operation. [ 2 ] After studying main competitors such as Lamborghini and Porsche, Honda designed the NSX in search of the perfect between usable power and and thus produced a powerful aspirated VTEC engine for the extreme demands of both and track.

One of the first magazine to offer NSX test data the lightweight 3.0L 270 bhp (200 kW) NSX a best 0-60 mp/h of 5.03 seconds and 13.47 for the quarter mile. [ 12 ] Also on a 348 to NSX comparison, a 0-60 mph time of 5.2 was recorded for the 1991 NSX. [ 13 ]

magazine Australia awarded the NSX the 1991 Car of the Year award, and the car was Automobile Magazine ‘ s of the Year that same Motor Trend proclaimed Honda/Acura was good. No, it was better that—it was great. Ferrari.

and Jaguar had been put on notice. The NSX — partially developed at the — was better in every [ 14 ]

A Honda NSX engine bay.

the NSX is still considered by owners of the as one of the most reliable exotic ever manufactured, with examples exceeding 200,000 (320,000 km) without serious reliability issues or having manufacturer recalls. [ 15 ] Despite the NSX ceasing production in 2005, the still has a strong base of and supporters worldwide with clubs flourishing in Asia, Canada and across Europe. [ needed ] International motoring like Andrew Frankel Motor) Russell Bulgin Mark Hales (Fast Gianni Marin (Gente and Bernd Ostmann (AutoMotor Und have not only lent name to the NSX in print but publicly the technology and innovation of Honda’s NSX and in the BBC NSX — Hondas Super Car (ISBN 0 9517751 0 3 ) describe the as worthy of the title supercar.

3.2 L North American Acura are known to achieve a 13.3 quarter-mile time [ 16 ] (1997-2005 year NSX-T; the 149 lb (68 kg) lighter Edition NSX is closer to 13.2 [ 17 ] ), while the Japanese NSX-R is known to perform a 12.8 quarter-mile time as measured by Best Motoring TV show. [ 18 ] ability is a result of the high flat torque curve, gear ratios, light and mid-engine layout, along the slight power increase.

the NSX always was intended to be a world-class car, engineers had made compromises in order to strike a balance between raw performance and driveability. For those NSX customers a no-compromise racing experience, decided in 1992 to produce a of the NSX specifically modified for superior performance at the expense of customary comforts. Thus, the NSX Type R (or was born.

Honda chose to use its of Type-R to designate the NSX-R’s design.

Honda engineers with a base NSX coupe and on an aggressive program of weight Sound deadening, the audio spare tire, air conditioning and traction control along some of the electrical equipment was The power leather seats replaced with lightweight fiber racing seats for Honda by Recaro.

However, windows and fore/aft electric adjusters were retained. The forged alloy wheels replaced with lighter aluminium wheels produced by which reduced the car’s weight. The stock leather knob was replaced with a titanium piece.

Overall, managed to remove approximately 120 kg lb) of weight, giving the NSX-R a weight of 1,230 kg (2,712

Tuning the suspension, it was well by 1992 that the NSX, due to its layout and rear-end link was susceptible to a sudden oversteer during certain cornering While this condition occurred during spirited driving, it was much more on race tracks where were much higher. To the problem and improve the NSX-R’s stability at the limit, Honda one aluminum bracket under the battery tray and added one bracket in front of the front to add more chassis rigidity replaced the entire suspension stiffer front sway stiffer suspension bushings, coil springs and stiffer

The stock NSX has a rear bias in its rates, where the rear are stiffer than the front. On deceleration upon corner the softer front springs weight transfer to the front increasing front grip and improving steering response. the weight transfer also weight off of the rear wheels, them to lose grip. The net is a tendency toward oversteer. as the wheels are more likely to traction and cause a fishtail or To reduce the tendency to oversteer, fitted softer rear on the NSX.

For the NSX-R, Honda the spring bias, placing springs on the front suspension with stiffer front bar. This had the effect of weight transfer to the front under hard braking. way, the rear tires remain firmly set when the corner. Of course, by keeping off of the front wheels, front was reduced and the change therefore had the of decreasing the oversteer tendency of the

Overall, the NSX-R uses stiffer front sway bar with stiffer springs the stock NSX (21.0mm xt2.6mm sway bar :F 3.0 kg/mm—R 4.0 kg/mm for the NSX F 8.0 kg/mm—R 5.7 kg/mm for the NSX-R).

also increased the final ratio to a 4.235:1 ring and gear in place of the 4.06:1 unit, which moved the gear shifting points into the power band at RPM. This change acceleration at the expense of top speed, and a (percentage) locking limited-slip was installed. Also, the NSX-R 3.0 DOHC VTEC V-6 engine had a and balanced crankshaft assembly is exactly the same labour-intensive precision process done for racing car engines built by qualified engine technicians.

The of all NSX variants at 1,230 kg (2,712 the First-Gen NSX-R is capable of track performance, though the can be jarring and noisy due to the stiff bushings, stiff spring and lack of sound insulation.

in late November 1992, produced a limited number of 483 variants exclusively for the Japanese market (JDM). Factory items as air conditioning, BOSE system, Carbon fiber center console with fiber door trim and in 1994 Championship White larger wheels (16 front and 17 rear wheels) were for a hefty premium. Production in September 1995.

Beginning in the NSX-T with a removable top was introduced in Japan as a special option and in North America in 1995. [ 19 ] The NSX-T replaced the coupe entirely as the only available post 1994 and all thereafter were in targa with the notable exceptions of the Special Edition NSX in 1999 and a of special order post-1997/pre-2002 3.2 coupes. The removable roof in decreased chassis rigidity and added about 100 pounds (45 kg) of reinforcements to compensate, including thicker frame sidesill panels (the body which contributes most to the rigidity [ 20 ] ), bulkheads, roof and the addition of new front/rear bulkhead and crossmembers. [ 21 ] The targa models, for the rest of the NSX’s production run 2005, sacrificed weight and of the original coupe’s chassis in return for an open cockpit experience. In addition to this change, all subsequent NSX-Ts had smaller-diameter front sway slightly stiffer front softer rear springs and shock-dampers [ 22 ] to improve ride and tire wear while the tendency towards oversteer in mid-engined vehicles. All roofs 1995 were now body-coloured of black, although in Japan, the black roof/body colour was available as an optional feature. A version of the variable ratio assisted power steering previously found exclusively in the transmission equipped NSXs, standard on all models.

Starting in the 5-speed transmission’s second ratio was lowered by 4.2% to driveability and provide better and automatic transmissions received an Formula One-inspired Sport with a unique steering mounted electronic shifter. [ 23 ] transmission cars received an Torque Reactive limited-slip — when combined a new Throttle-By-Wire system, increased exit speeds by 10%. innovations beginning in 1995 a new and lighter exhaust and muffler for greater efficiency and lower [ 23 ] an OBD-II onboard diagnostic improvements in the Traction Control (TCS) and newly developed injectors. [ 24 ]

1997 performance-enhancing (Worldwide) [ edit ]

In 1997, the changes to the performance of the current NSX were introduced worldwide. For engine displacement increased 3.0 L to 3.2 L [ 25 ] using a thinner fiber-reinforced (FRM) cylinder liner. The manifold was reconfigured and made of steel header pipes than a cast-iron manifold for performance and lighter weight. The flow from this new was a key contributor to the 20 additional horsepower from the new engine. [ 26 ] This 3.2 L C32B engine gave it more rated power: 274 PS (202 kW; 270 hp) to 294 PS (216 kW; 290 hp) while increased from 285 N·m (210 to 305 N·m (225 lb·ft) (manual only).

The net result increased the horsepower to ratio of the NSX by 7%. [ 27 ] The 4-speed automatic retained its 3.0 L engine and 252 hp power Another big change was the adoption of a manual transmission with gear ratios and the addition of 3rd to 4th dual cone synchronizers. To the new engines added torque and the small diameter twin-disc system of the 5-speed was replaced by a low-inertia single disc system. To offset the weight of the new 6-speed transmission and larger rotors, which were from 11.1 in (280 mm) to inches (298 mm), key parts were made a new aluminum alloy that was up to 50% allowing thinner lighter to be used in the doors, fenders, and and rear deck lids any sacrifice of strength. [ 28 ] Using hi-strength alloy the net curb increase, despite adding improvements, was only 22 lbs. notable changes included a entry system and vehicle system.

The combination of slightly power and torque and a 6-speed with ratios optimized to straight-line acceleration, produced performance numbers over models than the modest would suggest. Motor [ 29 ] and Road and Track (Feb 97) of 3.2L 6-speed equipped (Targa) roofed cars 0-60 mph times of 4.8 and 5.0 seconds and mile times of 13.3s and respectively. [ 30 ] 0-60 mph times to as low as 4.5 seconds using a 3.2L top coupe model as recorded by Car and in their August 1998 issue. That NSX proved to be the ever tested in North

When Car and Driver tested the Zanardi special edition a year later it produced a 0-60 and a 13.2s quarter Although magazine tests for the 02+ were rare Honda kept improving the engine as and Exotic Car magazine did a farewell on a 2005 NSX-T and recorded a time of 4.7s and a 13.1s mile.

NSX-S, S-Zero [ edit ]

Along with the displacement increase in 1997, exclusively received the NSX type S and NSX type S Zero (NSX-S-Zero), in at 1,320 kg (2,910 lb) and 1,280 kg lb) respectively. Both had a stiffer than the normal NSX. was developed in a track day car that be driven so that it had a 3.2L rather than just

Unlike the standard Type S, the does not offer Air Conditioning, and stereo system as an option. The is stiffer than the standard S by using the NA1 Type R (1992 to suspension but retaining the Type larger rear sway Changes were also to the interior’s manual transmission shifter, replacing the original from leather to mesh.

Zanardi Edition NSX [ edit ]

exclusively for the United States, the Zanardi Edition NSX was introduced in to commemorate Alex Zanardi two back-to-back CART Champ Car wins for Honda / Acura in and 1998. Only fifty-one were built, and they available only in New Formula Red to the color of the Champ Car Zanardi for Chip Ganassi Racing .

The Edition was similar to the Japanese NSX Type S. Visible differences the Zanardi Edition and the Type S the Zanardi’s left-hand drive, leather and suede seats red stitching, airbag-equipped Acura wheel, and a brushed-aluminium plaque an engraved Acura logo, signature, and a serial number on the bulkhead. Total vehicle is reduced 149 pounds (68 kg) compared to the through the use of a fixed hard-top lighter rear spoiler, pane rear glass, BBS alloy wheels, a lighter and a manual rack-and-pinion steering in place of the electric power

Zanardi Number 0 was a press car also appeared in auto across the country. In a handling in Road Track s June issue, this Zanardi NSX second against the Dodge GTS-R, Lotus Esprit. 911 Carrera 4, Ferrari F355 and Chevrolet Corvette C5 Coupe. The car was featured in Car and Driver s July issue before being to a private individual. [ citation ]

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Zanardi Number 1 belongs to himself and was not given a North VIN. The car is rumored to have modified by Honda with throttle, braking, and shifting to accommodate Zanardi’s loss of legs resulting from his crash in 2001. [ citation ]

Zanardi numbers 2 through 50 sold to the general public dealers.

NSX Refresh (worldwide) [ ]

NSX after facelift

The original NSX design received only modifications from Honda in the new when in 2002 the original headlamps were replaced fixed xenon HID headlamp (see photo from Auto Show 2003) with slightly wider tires to complement a revised Front spring rates increased from 3.2 kg/m to 3.5 rear spring rates increased from 3.8 kg/m to 4.0 and the diameter of the rear stabilizer bar from 17.5 mm to 19.1 mm a 2.3 mm wall thickness.

The fixed NSX was dropped in 2002 (North The NSX was now made available in a number of colors with either a or black interior to provide a of possible color combinations. A automatic transmission with shift option also available.

NSX-R Refresh [ edit ]

A second iteration of the was released in 2002, again in Japan. As with the first weight reduction was the primary for performance enhancement. The chassis is on the fixed-roof coupe, due to its lighter and more rigid construction.

fiber was used to a large throughout the body components to weight, including a larger, aggressive rear spoiler. hood and deck lid. The hood was said to be the largest carbon-fiber hood in production Additionally, the original NSX-R reduction techniques were including deletion of the audio sound insulation and air conditioning. the power steering was removed. A rear divider was again as were carbon-kevlar racing manufactured for Honda by Recaro.

larger yet lighter wheels in a total weight reduction of 100 kg (220 lb) to 1,270 kg (2,800

The 3.2L DOHC V6 engine special attention as well. NSX-R engine was hand by a skilled technician using normally reserved for racing Components of the rotating assembly rods and crank) were weighed and matched so that all fell within a very tolerance of weight differential.

the entire rotating assembly was to a level of accuracy ten times of a typical NSX engine. This and blueprinting process significantly parasitic loss of power due to imbalance, resulting in a more free-revving powerplant with throttle response. Officially, maintains that the power of the Second-Gen NSX-R engine is 290 bhp kW), which is identical to the NSX.

The automotive press, has long speculated that the output of the engine is higher.

the impression of increased power the was remapped, becoming much sensitive to movement, particularly at the of the pedal’s new shorter stroke. [ 31 ] coupled with the harsh makes it very hard for the to drive smoothly at low speeds on with even slight The lack of power steering has been noted by drivers as the car tiring and hard to steer at low [ 32 ]

The result of Honda’s second effort was a vehicle that challenge the latest sports car on the track, despite having a design that was more 15 years old. For example, Japanese race and test Motoharu Kurosawa piloted a NSX-R around the Nurburgring course in 7:56, a time to a Ferrari F360 Challenge [ 33 ] The NSX-R accomplished this despite being out-powered by the by over 100 bhp (75 kW).

After the of the Second-Gen NSX-R, Honda a more agile, more and quicker limited edition called the NSX-R GT. The NSX-R GT was by Honda solely to comply the Super GT production-based race car requirements. As JGTC rules at least five production for any race car version to compete, the GT was limited to a production run of only cars.

The differences between the NSX-R and the NSX-R GT are not fully One clear difference is the addition of a snorkel attached to the roof of the In the JGTC NSX race cars this snorkel is fully feeding outside air to an individual body intake plenum. The GT also has a lowered suspension and body. More aggressive components such as an extended spoiler lip and large rear are used as well.

It also is that the NSX-R GT incorporates weight savings over the Honda never advertised if any, changes were to the 3.2L DOHC V6 for the NSX-R GT.

Refresh (JDM) [ edit ]

The iteration NSX-S, sold in Japan like other NSXs, continues with the NSX keeping the weight at 1,320 kg lb).

The end of the NSX [ edit ]

Production of models ended in September followed North American in December 2005. As of the end of June the NSX achieved total worldwide of more than 18,000* during the 15 years it was in production. [ 34 ]

By NSX unit sales amounted to a few vehicles per year worldwide. deemed continuation of the NSX was not economically considering the very high of manufacturing the NSX along with the growing interest in producing a new with a V10 engine and performance on par the most modern high sports cars. On its launch in the NSX had been a technological marvel, but by Ferrari had gone from the which was the original benchmark for the NSX team, to the F355. 360 and to the F430.

In 2005, Honda officially that it would cease NSX after 15 years, and transfer its and development efforts to the search for its The last NSX sale in the US took in Spokane, Washington in the summer of intended for Honda’s museum.

NSX Mugen RR concept [ edit ]

At the Tokyo Auto Salon. unveiled a Honda NSX Mugen RR vehicle, which included and 335/30R18 tires, widened multi-grooved rear diffuser, rear wing. [ 35 ] The Mugen NSX RR is powered by a modified 3.2L V6, and has had its changed from transverse to The change in mounting position, in-house at Mugen’s facility via mounts, subframe, transmission, and key components, allows for better transfer to the rear wheels, and for a exhaust flow that straight out the rear of the car rather under the engine and then

In motorsport [ edit ]


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