Acura (Honda) NSX 1990 – 2005 – WikiAuto

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Honda NSX

Acura (Honda) NSX 1990 2005#0182;

The Honda NSX, or Acura NSX in America and Hong Kong, is a car that was produced between and 2005 by the Japanese automaker It sports a mid-engine, rear-wheel layout and was powered by an all-aluminium V6 engine featuring Honda’s Valve Timing and Lift Control (VTEC) system.

In 1984 Honda commissioned the car designer Pininfarina to design the (Honda Pininfarina Xperimental), had a mid-mounted C20A 2.0 L V6 configuration.

Honda decided to pursue the its management informed its engineers the new car would have to be as good as coming from Italy and The HP-X concept car evolved the NS-X (New Sportscar prototype. The NS-X prototype and production car were designed by a led by Chief Designer Nicholas 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 Okuyuma and Uehara studying the 360 degree visibility an F-16 fighter jet cockpit. The was designed to showcase several automotive technologies, many from its F1 motor-sports program.

The was the first production car to feature an monocoque body, incorporating a extruded aluminium alloy and suspension. The use of aluminium in the body saved nearly 200 kg in weight the steel equivalent while the suspension saved an additional 20 kg; a compliance pivot helped wheel alignment changes at a zero value. Other features included an independent, anti-lock brake system; connecting rods in the engine to reliable high-rpm operation; an power steering system; proprietary VTEC variable timing system (a first in the US) in 1995, the first electronic control fitted to a Honda.

spent a great deal of and money developing the NS-X. a robust motorsports apparatus, had significant development resources at its and made extensive use of them. Japanese Formula One driver Nakajima, for example, was involved Honda in the NS-X’s early on development at Suzuka race where he performed many distance duties related to tuning.

Brazilian Formula One Champion Ayrton Senna, for Honda had powered all three of his championship-winning Formula One race before his … in 1994, was Honda’s main innovator in the company to stiffen the NSX chassis after testing the car at Honda’s GP circuit in Japan. American Rahal also participated in the development. Senna was given two by Honda.

The newer one, a 1993 model, license BSS-8888 (the letters Beco – a childhood – Senna Silva and the 8 is a reference to his first F1 championship in is still in possession of his family.

The car made its first public as the NS-X at the Chicago Auto in February 1989, and at the Tokyo Show in October 1989 to reviews. Sports car enthusiasts their attention on its low height, lines, and pronounced forward Honda revised the vehicle’s from NS-X to NSX before production and sale. The Honda NSX on sale in Japan in 1990.

The NSX was under Honda’s flagship luxury brand starting in in North America and Hong

Manufacture and release#0182;

Upon its in 1990, the NSX design concept 1,170 mm (46 in) in height, (only mm (5.56 in) taller than 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 additionally boasted the world’s production car engine with connecting rods, forged and ultra high-revving capabilities — the was at a lofty 8,000 rpm – all usually associated with and race engineered motor The NSX exterior had a dedicated 23-step process, including an aircraft chromate coating designed for protecting the aluminium bodywork and a paint for the base coat to a clearer, more vivid top and a smoother surface finish.

The strong chassis rigidity and capabilities were the results of Senna’s direct input NSX’s chief engineers testing the NSX prototype car at Honda’s Circuit during its final stages. 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. 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 270 bhp kW) NSX producing a best 0-60 time of 5.03 seconds and seconds for the quarter mile. on a Ferrari 348 to NSX comparison, a 0-60 mph of 5.2 seconds was recorded for the 1991

Wheels magazine Australia the Honda NSX the 1991 Car of the Year and the Acura-badged car was Automobile Magazine’s of the Year that same

Today the NSX is still considered by of the marque as one of the most reliable cars ever manufactured, many examples exceeding miles (160,000 km) without notable reliability issues or suffered manufacturer recalls. the original NSX ceasing production in the marque still has a strong of fans and supporters worldwide owners clubs flourishing in the USA and across Europe. International authors like Andrew (AutoCar Motor) Russell (Car) Mark Hales Lane) Gianni Marin Motore) and Bernd Ostmann Und Sport) have not only their name to the NSX in print but praised the technology and innovation of NSX and in the BBC book NSX – Hondas Sports Car (ISBN 0 9517751 0 3) the vehicle as worthy of the title

Post-1997 3.2 L North American examples are known to achieve a second quarter-mile time model year NSX-T; the 149 lb (68 kg) Zanardi Edition NSX is closer to seconds ), while the Japanese (2002+) is known to perform a second quarter-mile time as by Japan’s Best Motoring TV This ability is a result of the redline, flat torque short gear ratios, weight and mid-engine layout, with the slight power

First generation NSX-R

While the NSX always was intended to be a sports car, engineers had some compromises in order to a suitable balance between raw and daily driveability. For those NSX seeking a no-compromise racing Honda decided in 1992 to a version of the NSX specifically modified for on-track performance at the expense of creature comforts. Thus, the NSX R (or NSX-R) was born.

Honda to use its moniker of Type-R to designate the race-oriented design.

Honda started with a base NSX and embarked on an aggressive program of reduction. Sound deadening, the system, spare tire, air system and traction control with some of the electrical was removed. The power leather were replaced with carbon fiber racing manufactured for Honda by Recaro. electric windows and fore/aft seat adjusters were

The stock forged alloy were replaced with forged aluminium wheels by Enkei, which reduced the unsprung weight. The stock shift knob was replaced a sculpted titanium piece. Honda managed to remove 120 kg (265 lb) of weight, giving the a final weight of 1,230 kg lb).

Tuning to the suspension, it was known by 1992 that the due to its mid-engine layout and rear-end travel, was susceptible to a sudden condition during certain maneuvers. While this rarely occurred during street driving, it was much prevalent on race tracks speeds were much To address the problem and improve the cornering stability at the limit; replaced the entire suspension 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 spin. For the NSX-R, Honda the spring bias, placing springs on the front suspension. had the effect of preventing weight to the front suspension under braking. This way, the tires would remain set when entering the corner.

Of by keeping weight off of the front front grip was reduced and the therefore had the negative effect of the understeer tendency of the car. change required better skill to manage. Overall, the uses much stiffer than the stock NSX (F 3.0 kg/mm—R 4.0 for the NSX versus F 8.0 kg/mm—R 5.7 kg/mm for the

Honda also changed the drive ratio by lowering to a ring and pinion gear in of the 4.06:1 stock unit moved the NSX-R’s gear points higher into the at higher rpm’s. This greatly improved acceleration at the of top speed and higher (percentage) limited-slip differential was installed. the NSX-R 3.0 liter DOHC V-6 engine has a blueprinted and balanced assembly which is exactly the labor-intensive high precision done for Honda racing car built by highly qualified technicians.

The lightest of all NSX variants at kg (2,712 lb), the First-Gen is capable of blistering track though the ride can be jarring and due to the stiff suspension bushings, spring rates and lack of insulation.

Beginning in late 1992, Honda produced a number of 483 NSX-R variants for the Japanese domestic market Factory optional items as Air BOSE stereo system, fiber trim center with Carbon fiber trim and starting in 1994 White painted larger (16front wheels/17rear wheels) available for a hefty premium. ended in September 1995.

In 1995 the NSX-T with a top roof was released in Japan as a order option. In North the NSX-T replaced the standard entirely as the only trim with the notable exceptions of the Edition NSX in 1999 and a handful of ordered post-1997/pre-2002 3.2 liter The removable roof reduced the rigidity of the NSX and added about 100 (45 kg) of structural reinforcements.

In addition to major change, the suspensions also been softened to ride, comfort, and tire at the ultimate expense of handling. The redesign was also intended to the sudden-oversteer problems that most mid-engined vehicles. All were now body-colored instead of although in Japan the two-tone roof/body color was still as an optional feature.

Finally available in the manual version NSX was electric power previously found in the automatic exclusively.

1997 performance-enhancing (Worldwide)#0182;

1997 brought the changes to the performance of the current NSX for the Japanese domestic versions and For 1997 engine displacement from 3.0 L to 3.2 L using a thinner metal (FRM) cylinder This revised 3.2 L C32B gave it slightly more power: from 274 PS (202 kW; 270 hp) to 294 PS kW; 290 hp) while torque increased 285 N·m (210 lb·ft) to 305 N·m (225 (manual transmission only).

The automatic model still the 3.0 L engine and power output. big change was the adoption of the 6-speed transmission. The combination of slightly-increased and torque, 6-speed manual and optimized gear ratio improved straight-line acceleration. The new NSX up better numbers than the and torque improvements may suggest previous model NSXs.

mph times dropped from 5.2 to as low as 4.5 as by Car and Driver in their August 0-150-0 issue using a 3.2 top coupe. That NSX proved to be the tested in North America. Car and Driver tested the Zanardi edition NSX a year it managed a 4.8 and a 13.2 quarter mile.

magazine tests for the 02+ models rare Honda apparently improving the engine as Sports and Car magazine did a farewell article on a NSX-T and recorded a 0-60 of 4.7 and a 13.1 quarter mile on the targa model. Other changes include a brake size increase from in (280 mm) to 11.732 inches mm) — which necessitated larger and tires, a new aluminium alloy to reduce weight and increase and a transponder in the key.

NSX-S, (JDM)#0182;

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 (2,900 lb) and 1,280 kg lb) respectively. Both had a stiffer than the normal NSX.

the standard Type S, the S-Zero not offer Air Conditioning, navigation, and system as an option. The suspension is than the standard Type S by the NA1 Type R (1992 to 1995) but retaining the Type S’s rear sway bar. were also made to the manual transmission boot replacing the original material leather to mesh.

Alex Edition NSX#0182;

Produced for the United States, the Alex Edition NSX was introduced in 1999 to Alex Zanardi’s two back-to-back Champ Car championship wins for / Acura in 1997 and 1998. fifty-one examples were and they were available in New Formula Red to reflect the color of the Car Zanardi drove for Chip Racing.

The Zanardi Edition was to the Japanese market NSX Type S. differences between the Zanardi and the Type S were the Zanardi’s drive, black leather and seats with red stitching, Acura steering wheel, and a plaque with an engraved logo, Zanardi’s signature, and a number on the rear bulkhead. vehicle weight is reduced 149 compared to the NSX-T, through the use of a hard-top roof, lighter spoiler, single pane glass, lightweight BBS alloy a lighter battery, and a manual steering system in place of the power steering.

Zanardi 0 was a press car that also in auto shows across the In a handling test in Road and June 1999 issue, Zanardi NSX placed second the Dodge Viper GTS-R, Esprit, Porsche 911 Carrera 4, F355 Spider, and Chevrolet C5 Coupe. The car was also featured in Car and July 1999 issue being sold to a private

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 paraplegia from his Lausitzring crash in

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

Facelifted NSX (worldwide)#0182;

The NSX body design received minor modifications from in the new millennium when in 2002 the pop-up headlamps were with fixed xenon HID units (see photo L.A. Auto Show along with slightly rear tires to complement a suspension.

The fixed roof NSX was in 2002 (North America). The NSX was now available in a number of exterior with either a matching or interior to provide a number of color combinations. A 4-speed transmission with manual-type option also became

Second generation NSX-R

A second iteration of the NSX-R was in 2002, again exclusively in As with the first NSX-R, reduction was the primary focus for enhancement. The chassis is based on the coupe, due to its lighter weight and rigid construction. Carbon was used to a large extent the body components to reduce including a larger, more rear spoiler, vented and deck lid.

The vented was said to be the largest one-piece hood in production cars. the original NSX-R weight techniques were repeated, deletion of the audio system, insulation and air conditioning. Furthermore, the steering was removed. A single-pane divider was again used, as carbon-kevlar racing seats for Honda by Recaro.

Finally, yet lighter wheels resulted in a weight reduction of almost 100 kg lb) to 1,270 kg (2,800 lb).

The DOHC V6 engine received attention as well. Each engine was hand assembled by a technician using techniques reserved for racing programs. of the rotating assembly (pistons, and crank) were precision and matched so that all components within a very small of weight differential. Then, the rotating assembly was balanced to a of accuracy ten times that of a NSX engine.

This balancing and process significantly reduced loss of power due to inertial resulting in a more powerful, powerplant with excellent response. Officially, Honda that the power output of the NSX-R engine is 290 bhp (220 which is identical to the stock The automotive press, however, has speculated that the true of the engine is higher.

The result of second NSX-R effort was a that could challenge the sports car models on the track, having a base design was more than 15 years For example, noted Japanese and test driver Motoharu piloted a 2003 NSX-R the legendary Nurburgring road in 7:56, a time equal to a F360 Challenge Stradale. The accomplished this feat being out-powered by the Ferrari by 100 bhp (75 kW).

NSX-R GT (JDM)#0182;

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 non-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.

Second generation NSX-S

The second iteration NSX-S, exclusively in Japan like sports NSXs, continues the face-lifted NSX keeping the weight at kg (2,900 lb).

End of the NSX#0182;

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.

In 1991, the NSX was a marvel, but by 2005 Ferrari had from the 348, which was the benchmark for the NSX development team, to the 360 and to the F430. In July 2005, officially announced that it cease manufacturing NSX 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 originally intended for Honda’s

In December 2007, American CEO, Tetsuo Iwamura, a new supercar powered by a V10 engine make its introduction to the market by The new sports car would be based on the ASCC (Advanced Sports Car introduced at the 2007 North International Auto Show. Honda CEO Takeo Fukui the developers to make the vehicle than its rivals, prototypes of the were seen testing on the in June 2008.

On 17 December Fukui announced during a about Honda’s revised forecast that, due to poor conditions, all plans for a next-generation NSX had cancelled. In March 2010, the NSX project changed name to HSV-010 GT and was entered in the Japanese Championship. The HSV-010 GT is powered by a V8 sending somewhere in excess of 500 hp kW) through the sequential manual from Ricardo.

The next

n April 2011, Automotive reported that Honda is a new sports car to be a successor to the NSX. It that Honda CEO Ito said the car be exhilarating to drive but also friendly. It is expected the vehicle incorporate an electric drivetrain to the gasoline engine a boost.

in late 2010, Motor reported that Honda was into a mid-engine hybrid car, to be an NSX successor.

Legacy of the

Honda’s breakthrough engineering in the NSX was a contributor to the design of the McLaren F1 as in an interview with McLaren F1 Gordon Murray (translated original Japanese into The moment I drove the NSX, all the cars—Ferrari, Porsche, Lamborghini—I had using as references in the development of my car from my mind.

Of course the car we create, the McLaren F1, needed to be than the NSX, but the NSX’s quality and handling would our new design target. The NSX was marketed as the Everyday Supercar thanks in to its ease of use, quality and Murray himself remained an NSX for 7 years.

Honda NSX Mugen RR

At the 2008 Tokyo Auto Honda unveiled a Honda NSX RR concept vehicle, which 255/35R18 and 335/30R18 tires, front, multi-grooved rear adjustable rear wing. The NSX RR concept is powered by a modified V6, and has had its mounting changed from to longitudinal. The change in mounting done in-house at Mugen’s via custom mounts, subframe, and other key components, allows for power transfer to the rear and for a better exhaust flow goes straight out the rear of the car than under the engine and out.

In motorsport#0182;

Safety car

the beginning of the NSX’s production, the car has used as a safety car at the Suzuka even for the Japanese Grand in its early years of production, and is used at the circuit. The car is also for the same role at Twin Motegi, the other circuit by Honda.

24 Hours of Le Mans

The NSX made appearances at the 24 Hours of Le Mans, in 1995, and 1996.

Three NSXs were entered in the 24 Hours of Le Mans. Cars 46, 47 and 48 were prepared and run by team Racing Honda, with Kunimitsu assisting and driving the 47 car. All were in the GT2 class, and all the race, but placed 14th, and 18th.

Three Honda were entered in the 1995 24 of Le Mans. Honda’s factory brought two turbocharged NSXs were entered in the GT1 class 46 and 47. Team Kunimitsu Honda and entered a naturally-aspirated NSX into the GT2 numbered 84.

Car 46 finished but was not classified for to complete 70% of the distance of the race Car 47 did not finish due to clutch and gearbox Car 84, driven by Keiichi Tsuchiya, Iida, and Kunimitsu Takahashi, 8th overall and first in the GT2 class completing 275 laps.

This NSX was in the original Gran Turismo.

For the 24 Hours of Le Mans, only the Kunimitsu Honda NSX returned the same drivers. It completed 305 to finish in the 16th position and third in the GT2 class.

Super GT

For use in the GT (formerly the JGTC), the NSX has been modified (as allowed by series regulations) with chassis by Dome, engine development by for Honda.

Externally the NSX shape has race by race, season to to the demands of increasing aerodynamic within the regulations. The most change is the position of the V6 engine, is mounted longitudinally instead of as per the roadcar. Similar to the setup in modern Lamborghinis, the gearbox is in the center tunnel under the and is connected to the rear differential by a

Engines can either be turbocharged or aspirated, depending on the class and on the

Prior to rule changes in the 2003 season, the Super NSX was powered by a specially modified of the C32B V6 engine. Using a crankshaft from Toda the naturally-aspirated engine displaced 3.5 and produced nearly 500 bhp. in 2003, Honda substituted a C30A, augmented by a turbocharger, also produces up to 500 bhp.

The NSX to be used as the works Honda car in the class, even though it is no in production, until it was replaced in with the HSV-010.

Honda NSX GT specifications#0182;

Year 2009 specification

Chassis: Carbon reinforced aluminium frame, Roll cage, JAF approval.

Custom-built Honda engine, V6 Normally aspirated (Longitudial-mounted), liters, DOHC, 4-valves per

Speed:191 (mph).

Fuel: unleaded 100 RON gasoline.

Lubrication: 1, BP, MOTUL, Elf.

Fuel Fuel injection.

Wheelbase: mm.

Length: 4610 mm.

Width: mm.

Weight: Over 1120 kg.

capacity: 100 Litres.

Clutch: AP C/C 5.5 4 pull.

Brakes: Alcon, Friction.

Springs and dampers: Double wishbone inboard

Gearbox: Hewland 6-speed

Spark plugs: NGK.

rims: RAYS Engineering, BBS F: R: 13J-17.

Tires: Bridgestone, F: 330/40 R18. R: 330/45 R17 slick/treaded rain tires.

air restrictor: 29.1 mm × 2mm.

equipment: TAKATA 5-point HANS Device.

Team: Racing Team Aguri, Racing, Nakajima Racing, Racing, Team Kunimitsu.

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