The new NSX

Best reply in the remarks section;

They are benchmarking a car that won't even be in production anymore by the time this thing is actually ready for sale....Ferrari will have a 498 or something by then. I think they need to raise the bar a bit, or prepare for another stillbirth like the CRzzzzz

 

Hopefully they will spend more time, money and expertise on the design of the body than they did or the original... 25 years ago or so?

It wasn't bad looking, just boring as hell. Turned some people off, they wanted a car that looked like it could perform.

 

So bored of this car and it's not even out.

 

I am also getting very frustrated. It seems Honda/Acura is getting caught up in all the hoopla from other manufacturers instead of just doing their own thing. I say screw all the electric motor nonsense and make it a true drivers car like the original was with the option of a manual transmission and the ability to completely TURN OFF all driver aid's.

 

These have been my exact thoughts for quite some time now...

 

Shoot, they just decided to change from a transverse engine to a logitudinal layout a few months ago...

Copying the F-car.

Have a ways to go.

 

The NSX is one of the best looking car and its design is timeless. See pics.

If it is what you call boring ...

I think they will shake the automotive world again.

As you certainly know, NSX stands for New Sportscar Experimental. The new one fits perfectly the bill.

This new NSX is taking the same route as the Mc Laren P1 and the Porsche 918. This will be the future of hyper cars.

Enzo wasn't convince with a rear mide engine layout but he had to change his mind after the success of the Lamboghini Miura ...

F-car copying Lamborghini, ATS, ...

The Ferrari 308, 328, and Mondial are also a transverse mid engine layout ...


It is amazing to read you guys ... Would have been fun to read some interesting comments but it seems difficult sometimes here.
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I have seen a ton of pics. Those are great pics of an NSX. That guy loves his car.

I have seen about a dozen different NSX's in the flesh over the years, different colors.. at least. Friend of a friend had one. I've ridden in them, driven one. They drive great.

They are boring.


I hope the new NSX is much, much better.

But that's my opinion.

You won't change my mind. And I'm sure I won't change yours.

Honda could have done SO MUCH BETTER... well, maybe not, all Honda/Acuras were universally cars with mediocre styling then. Shoot, even the S2000 is boring; just a blob.

They needed to hire some Italians, or set up a California Design Studio, or something.

All, IMO.

I hope the new NSX is much, much better.

 

The GTRs target was a 997 Turbo at a time when the 430 and Scuderia were out. Fast forward 6 years and the GTR platform still wipes the floor with the 458 and probably the 458S too.

Besides, what's so bad about matching a 458? I'll gladly take a car that matches or bests a 458 in 2014/15 that cost half as much, comes with a full warranty, looks brand new, and is just an all around more advanced and better car.

Why does the NSX have to target the latest and greatest? That's like saying a "459" should target a P1 or 918 because they will be out at the same time.

 

Ken Okuyama, who's Japanese born, worked for Pininfarina when he had oversight on the design of the Enzo, etc. I think we should try to stay away from associating design characterizations with specific nationalities

 

Ive seen new nsx in person and it is very impressive looking. They will need to put serious power into it though. At least 400 hp motor and 100 electric with weight under 3500 lbs and under $150k. That would be interesting proposition...

 

Acura has a California design studio.

That's where all the ugly honda/acura designs have been coming from in the last 15 years.

They need to send the design work back to the Japanese.

That said, lame crash standards rules seem to have killed modern automotive design. Squint, and they all look the same.

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"The Acura NSX was the first production car to feature aluminum construction for its body structure, body panels, suspension and engine. Its engine was the first to feature variable valve timing and a variable-volume intake manifold. It was the first Japanese sports car sold in America to truly go head-to-head with the world's best. And it came from an automotive brand that, at the time, had been in existence for just five years."

"It was the first-generation NSX, introduced at the 1989 Chicago Auto Show, which debuted with lightweight aluminum body panels, titanium connecting rods and forged wheels. "

A conversation with Ted Klaus, chief engineer of the new Acura NSX - Autoblog

In 1984 Honda commissioned the Italian car designer Pininfarina to design the HP-X (Honda Pininfarina Xperimental),[1] which had a mid-mounted C20A 2.0 L V6 configuration.

After Honda decided to pursue the project its management informed its engineers that the new car would have to be as fast as anything coming from Italy and Germany.[2] The HP-X concept car evolved into the NS-X (New Sportscar eXperimental) prototype. The NS-X prototype and eventual production car were designed by a team led by Chief Designer Ken Okuyama and Executive Chief Engineer Shigeru Uehara, who subsequently would be placed in charge of the S2000 project. The original performance target for the NS-X was the Ferrari 328, which was revised to the 348 as the design neared completion. Honda intended the NS-X to meet or exceed the performance of the Ferrari, while offering targeted reliability and a lower price point. For this reason, the 2.0L V6 of the HP-X was abandoned and replaced with a more powerful 3.0L VTEC V6 engine. The bodywork design had been specifically researched by Ken Okuyama and Uehara after studying the 360 degree visibility inside an F-16 fighter jet cockpit.[3] The NS-X was designed to showcase several Honda automotive technologies, many derived from its F1 motor-sports program.

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


Honda spent a great deal of time and money developing the NS-X. With a robust motorsports apparatus, Honda had significant development resources at its disposal and made extensive use of them. Respected Japanese Formula One driver Satoru Nakajima, for example, was involved with Honda in the NS-X's early on track development at Suzuka race circuit, where he performed many endurance distance duties related to chassis tuning. Brazilian Formula One World Champion Ayrton Senna, for whom Honda had powered all three of his world championship-winning Formula One race cars before his death in 1994, was considered Honda's main innovator in convincing the company to stiffen the NSX chassis further after testing the car at Honda's Suzuka GP circuit in Japan. Honda automobile dealer Bobby Rahal (two-time CART PPG Cup and 1986 Indianapolis 500 champion) also participated in the car's development.[7]

Note: if you jack up any one wheel of the NSX all the doors will function perfectly, this is due to the rigid chassis that Senna recommended.

Upon its release in 1990, the NSX design concept measured 1,170 mm (46 in) in height, (141.3 mm (5.56 in) taller than the Ford GT40) and showcased Honda's technology. The Japanese car maker's race track innovations and competitive history were further exemplified on the road by the NSX's ultra-rigid, ultra-light all aluminium monocoque chassis and front and rear double wishbone suspension, with forged control arms connected to forged alloy wheels. The car additionally boasted the world's first production car engine with titanium connecting rods, forged pistons, and ultra high-revving capabilities — the redline was at a lofty 8,000 rpm - all traits usually associated with track and race engineered motor cars

One of the first magazine articles to offer NSX test data showed the lightweight 3.0L 270 bhp (200 kW) NSX producing a best 0-60 mp/h time of 5.03 seconds and 13.47 seconds for the quarter mile.[8] Also on a Ferrari 348 to NSX comparison, a 0-60 mph time of 5.2 seconds was recorded for the 1991 NSX.[9]

Ferrari 348
TB and TS[edit]
Engine: DOHC, 32 Valve V8, 3405 cc / 207.8 cid
Power: 300 bhp (224 kW) @ 7200 rpm
Transmission: 5-speed manual
Chassis: Steel platform & sub-frame
Suspension: Independent all round
Brakes: 4-wheel Disk ABS
Max. Speed: 275 km/h (171 mph)
Acceleration: 0–100 km/h (62 mph): 5.6 s
0–161 km/h (100 mph): 11.5 s

1/4 mile : 13.8 s

GTB, GTS and Spider[edit]
Engine: DOHC, 32 Valve V8, 3405 cc
Power: 320 bhp (239 kW) @ 7500 rpm
Transmission: 5-speed manual
Chassis: Steel platform & sub-frame
Suspension: Independent all round
Brakes: 4-wheel Disk ABS
Max. Speed: 281.5 km/h (175 mph)
Acceleration 0–96 km/h (60 mph): 5.4 s
0–161 km/h (100 mph): 12.0 s

1/4 mile : 13.2 s

 

A majority of people who know the NSX thoroughly, including Ayrton Senna, think that the car lacked 100 HP out the door.
Due to some idiotic Japanese manufacturers gentlemen's agreement set to 300HP max.
The car is still a milestone and revolutionised the market to the point where it lasted 15 years virtually unchanged. Think from the 348 to the 360.

Just imagine what 100 extra HP at time of release would have done to the market.

Honda; Dont make the same mistake again.

 

For certain the nsx will be under powered. I guess around 450 total max. It is their corporate culture to do things their way - balance and light weight over power. Asking for a 500+ hp nsx would be like asking for a light and agile shelby mustang or viper.

At least you could supercharge old ones. Cant do much aftermarket with a hybrid sports car

 

It won't be the king of the hill but it will be revolutionary - true to its roots.