Honda NSX — Wikipedia, the free encyclopedia

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Honda Concept 1

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) [ ]


2,977cc (181.7cuin) V6 270bhp (201kW; 274PS), (280N·m)

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

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 2.0L V6 configuration.

After decided to pursue the project its informed its engineers that the new car have to be as fast as anything from Italy and Germany. [ 2 ] The concept car evolved into the ( N ew S portscar e X perimental) prototype. The prototype and eventual production car designed by a team led by Chief Ken Okuyama and Executive Chief Shigeru Uehara. who subsequently be placed in charge of the S2000

The original performance target for the was the Ferrari 328. which was to the 348 as the design neared completion. intended the NS-X to meet or the performance of the Ferrari, while targeted reliability and a lower point. For this reason, the V6 of the HP-X was abandoned and replaced a more powerful 3.0L V6 engine.

The bodywork design had specifically researched by Ken Okuyama and after studying the 360 degree inside an F-16 fighter jet [ 3 ] Thematically the F-16 came play in the exterior design as as establishing the conceptual goals of the In the F-16 and other high craft such as unlimited single seat race etc. the cockpit is located far on the body and in front of the power This cab-forward layout was early in the NSX’s design to visibility while the long design enhanced high directional stability. [ 4 ] The NS-X was to showcase several Honda technologies, many derived its F1 motor-sports program .

The NS-X was the production car to feature an all-aluminium body, [ 5 ] incorporating a revolutionary aluminium alloy frame, and The use of aluminium in the body alone nearly 200kg in weight the steel equivalent while the suspension saved an additional a suspension compliance pivot maintain wheel alignment at a near zero value. [ 6 ] notable features included an 4-channel anti-lock brake titanium connecting rods in the to permit reliable high-rpm an electric power steering [ 7 ] Honda’s proprietary VTEC valve timing system (a in the US) and, in 1995, the first throttle control fitted to a

Honda spent a great of time and money developing the With a robust motorsports Honda had significant development at its disposal and made extensive use of Respected Japanese Formula One Satoru Nakajima. for example, was with Honda in the NS-X’s on track development at Suzuka circuit, where he performed endurance distance duties to chassis tuning.

Brazilian One World Champion Ayrton for whom Honda had powered all of his world championship-winning Formula One cars before his … in was considered Honda’s main in convincing the company to stiffen the NSX further after initially the car at Honda’s Suzuka GP circuit in Senna further helped the original NSX’s suspension and handling spending a whole day driving prototypes and reporting his to Honda engineers after of the day’s five testing [ 8 ] Senna also tested the NSX at the and other tracks. [ 9 ] The suspension program was far-ranging and took at the Tochigi Proving Grounds, the circuit, the 179-turn Nurburgring in Germany, HPCC, and Hondas test track in Takasu, [ 10 ] Honda automobile dealer Rahal (two-time CART PPG Cup and Indianapolis 500 champion) also in the car’s development. [ 11 ] Senna was two cars by Honda. The newer a black 1993 model, plate BSS-8888 (the meaning Beco — a nickname — Senna and the number 8 is a reference to his first F1 in 1988) is still in his family’s [ 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 1,170mm (46in) in (141.3mm (5.56in) taller the Ford GT40 ) and showcased technology. The Japanese car maker’s track innovations and competitive were further exemplified on the by the NSX’s ultra-rigid, ultra-light all monocoque chassis and front and double wishbone suspension, forged control arms to forged alloy wheels.

The car boasted the world’s first car engine with titanium rods, forged pistons, and high-revving capabilities — the redline was at a 8,000 rpm — all traits associated with track and engineered motor cars. The NSX had a dedicated 23-step paint including an aircraft type coating designed for chemically the aluminium bodywork and a waterborne for the base coat to achieve a more vivid top color and a surface finish.

The car’s chassis rigidity and cornering/handling were the results of Ayrton ‘s direct input NSX’s chief engineers testing the NSX prototype car at Honda’s Circuit during its final stages. [ 11 ] The NSX was initially assembled at the Takanezawa RD Plant in Tochigi 1989 to early 2004, it was moved to Suzuka Plant for the of its production life. The cars assembled by approximately 200 of Honda’s and most experienced personnel, a of hand-picked staff with a of ten years assembly experience from various other facilities to run the NSX operation. [ 2 ] After their main competitors as Ferrari, Lamborghini and Porsche, engineers designed the NSX in search of the balance between usable and reliability and thus produced a naturally aspirated VTEC suitable for the extreme demands of road and track.

One of the first articles to offer NSX test showed the lightweight 3.0L (200kW) NSX producing a best mp/h time of 5.03 and 13.47 seconds for the quarter [ 12 ] Also on a Ferrari 348 to NSX comparison, a time of 5.2 seconds was recorded for the NSX. [ 13 ]

Wheels magazine awarded the Honda NSX the 1991 Car of the award, and the Acura-badged car was Automobile ‘ s Automobile of the Year same year. Motor proclaimed this Honda/Acura was No, it was better than that—it was

Ferrari. Porsche. and Jaguar had put on notice. The all-aluminum NSX — developed at the Nuerburgring — was in every way. [ 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 (320,000km) 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.

3.2L North American examples are known to achieve a second quarter-mile time [ 16 ] model year NSX-T; the (68kg) lighter Zanardi NSX is closer to 13.2 seconds [ 17 ] ), the Japanese NSX-R (2002+) is to perform a 12.8 second time as measured by Japan’s Motoring TV show. [ 18 ] This is a result of the high redline, torque curve, short ratios, light weight and layout, along with the power increase.

While the NSX was intended to be a world-class sports engineers had made some in order to strike a suitable between raw performance and daily For those NSX customers seeking a racing experience, Honda in 1992 to produce a version of the NSX modified for superior on-track at the expense of customary creature Thus, the NSX Type R (or NSX-R) was

Honda chose to use its moniker of to designate the NSX-R’s race-oriented

Honda engineers started a base NSX coupe and embarked on an program of weight reduction. deadening, the audio system, tire, air conditioning system and control along with of the electrical equipment was removed. The leather seats were with lightweight carbon racing seats manufactured for by Recaro. However, electric and fore/aft electric seat were retained.

The stock alloy wheels were with lighter forged wheels produced by Enkei. reduced the car’s unsprung The stock leather shift was replaced with a sculpted piece. Overall, Honda to remove approximately 120kg of weight, giving the NSX-R a weight of 1,230kg (2,712lb).

the suspension, it was well known by that the NSX, due to its mid-engine and rear-end link travel, was to a sudden oversteer condition certain cornering maneuvers. this condition rarely during spirited street it was much more prevalent on tracks where speeds much higher. To address the and improve the NSX-R’s cornering at the limit, Honda added one bracket under the front tray and added one aluminum in front of the front radiator to add chassis rigidity then the entire suspension with front sway bar, suspension bushings, stiffer springs and stiffer dampers.

The NSX has a rear bias in its spring where the rear springs are than the front. On hard upon corner entry, the front springs allow transfer to the front wheels, front grip and thus steering response. However, the transfer also takes off of the rear wheels, causing to lose grip.

The net result is a toward oversteer. as the rear are more likely to break and cause a fishtail or spin. To the tendency to oversteer, Honda softer rear tires on the For the NSX-R, Honda reversed the bias, placing stiffer on the front suspension along stiffer front sway

This had the effect of preventing transfer to the front suspension hard braking. This the rear tires would firmly set when entering the Of course, by keeping weight off of the wheels, front grip was and the change therefore had the effect of the oversteer tendency of the car.

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

Honda also increased the drive ratio to a 4.235:1 and pinion gear in place of the stock unit, which the NSX-R’s gear shifting higher into the power at higher RPM. This improved acceleration at the expense of top and a higher (percentage) locking differential was installed. Also, the 3.0 liter DOHC VTEC V-6 had a blueprinted and balanced crankshaft which is exactly the same high precision process for Honda racing car engines by highly qualified engine

The lightest of all NSX variants at 1,230kg 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 of structural reinforcements to compensate, significantly thicker frame rocker panels (the component which contributes to the chassis’s rigidity [ 20 ] ), bulkheads, pillars and the addition of new front/rear and floorpan crossmembers. [ 21 ] The targa produced for the rest of the NSX’s run thru 2005, sacrificed and some of the original coupe’s rigidity in return for an open driving experience.

In addition to major change, all subsequent (1995-2001) had smaller-diameter front bars, slightly stiffer springs, softer rear and firmer shock-dampers [ 22 ] to improve comfort and tire wear reducing the tendency towards common in mid-engined vehicles. All post 1995 were now instead of black, although in the two-tone black roof/body was still available as an optional

A lighter version of the variable electric assisted power rack, previously found in the automatic transmission equipped became standard on all models. in 1995 the 5-speed transmission’s gear ratio was lowered by to improve driveability and provide response and automatic transmissions an optional Formula One-inspired Shift with a unique column mounted electronic [ 23 ] Manual transmission cars an improved Torque Reactive differential — when with a new Throttle-By-Wire system, corner exit speeds by Other innovations beginning in included a new and lighter exhaust and configuration for greater efficiency and emissions, [ 23 ] an OBD-II onboard system, improvements in the Traction System (TCS) and newly fuel injectors. [ 24 ]

1997 changes (Worldwide) [ edit ]

In the biggest changes to the performance of the generation NSX were introduced For 1997, engine displacement from 3.0L to 3.2L [ 25 ] a thinner fiber-reinforced metal cylinder liner. The exhaust was reconfigured and made of stainless header pipes rather a cast-iron manifold for improved and lighter weight.

The increased flow from new configuration was a key contributor to the 20 additional drawn from the new engine. [ 26 ] revised 3.2L C32B gave it slightly more power: from 274PS 270hp) to 294PS (216kW; while torque increased 285N·m (210lb·ft) to 305N·m (manual transmission only). The net increased the horsepower to weight of the NSX by 7%. [ 27 ] The 4-speed automatic model its 3.0L engine and 252hp output.

Another big change was the of a 6-speed manual transmission closer gear ratios and the of 3rd to 4th gear dual cone To handle the new engines added and power the small diameter clutch system of the 5-speed was by a dual-mass low-inertia single clutch system.

To offset the increase of the new 6-speed transmission and brake rotors, which upped from 11.1in to 11.732 inches (298mm), 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 22lbs. 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 0-60mph times of 4.8 and 5.0 seconds and mile times of 13.3s and respectively. [ 30 ] 0-60mph 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 1,320kg (2,910lb) and 1,280kg 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 (68kg) to the NSX-T, through the use of a fixed roof, lighter rear single pane rear lightweight BBS alloy wheels, a battery, and a manual rack-and-pinion system in place of the electric steering.

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 ]

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 3.2kg/m to rear spring rates increased from 3.8kg/m to and the diameter of the rear stabilizer bar from 17.5mm to 19.1mm a 2.3mm wall thickness.

The roof NSX was dropped in 2002 America). The NSX was now made available in a of exterior colors with a matching or black interior to a number of possible color A 4-speed automatic transmission manual-type shift option became available.

NSX-R (JDM) [ edit ]

A second of the NSX-R was released in 2002, exclusively in Japan. As with the NSX-R, weight reduction was the focus for performance enhancement. The is based on the fixed-roof coupe, due to its weight and more rigid Carbon fiber was used to a extent throughout the body to reduce weight, including a more aggressive rear vented hood and deck

The vented hood was said to be the one-piece carbon-fiber hood in cars. Additionally, the original weight reduction techniques repeated, including deletion of the system, sound insulation and air Furthermore, the power steering was A single-pane rear divider was used, as were carbon-kevlar seats manufactured for Honda by

Finally, larger yet lighter resulted in a total weight of almost 100kg (220lb) to (2,800lb).

The 3.2L DOHC V6 received special attention as Each NSX-R engine was assembled by a skilled technician techniques normally reserved for programs. Components of the rotating (pistons, rods and crank) precision weighed and matched so all components fell within a small tolerance of weight Then, the entire rotating was balanced to a level of accuracy ten that of a typical NSX engine.

balancing and blueprinting process reduced parasitic loss of due to inertial imbalance, resulting in a powerful, free-revving powerplant excellent throttle response. Honda maintains that the output of the Second-Gen NSX-R is 290bhp (220kW), which is to the stock NSX. The automotive however, has long speculated the true output of the engine is

Creating the impression of increased the accelerator was remapped, becoming more sensitive to movement, at the beginning of the pedal’s new shorter [ 31 ] This, coupled with the suspension, makes it very for the driver to drive smoothly at low on streets with even bumps. The lack of power has also been noted by as making the car tiring and hard to at low speed. [ 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 100bhp (75kW).

the release of the Second-Gen NSX-R, developed a more agile, responsive, and quicker limited NSX-R called the NSX-R GT. The GT was created by Honda solely to with the Super GT production-based car homologation requirements. As JGTC required at least five cars for any race car version to the NSX-R GT was limited to a production run of five cars.

The differences the Second-Gen NSX-R and the NSX-R GT are not known. One clear difference is the of a functional snorkel attached to the of the car. In the JGTC NSX race however, this snorkel is functional, feeding outside air to an throttle body intake The NSX-R GT also has a lowered and widened body. More aerodynamic components such as an front spoiler lip and large diffuser are used as well.

It is speculated that the NSX-R GT more weight savings the NSX-R. Honda never what, if any, changes made to the 3.2L DOHC V6 for the GT.

NSX-S Refresh (JDM) [ ]

The second iteration NSX-S, exclusively in Japan like sports NSXs, continues the face-lifted NSX keeping the weight at (2,910lb).

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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