Acura NSX News
01-12-15, 09:27 AM
#482
Lexus Fanatic
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01-12-15, 09:33 AM
#484
2016 Acura NSX: The Game Changer
TORRANCE, California - At first glance, the new 2016 Acura NSX being readied for production seems to have nothing in common with the original Japanese supercar introduced in 1990, other than its mid-engine layout and an iconic nameplate.
The modern 2016 Acura NSX incorporates a hybrid powertrain—a twin-turbo V-6 augmented by three electric motors—a nine-speed dual-clutch transmission, all-wheel drive, and a dramatic, muscular body featuring more ductwork than an industrial HVAC system. Oh, and it was engineered and styled in the United States and will be built at a new factory in Ohio.
Despite the differences, the new 2016 Acura NSX is a philosophical throwback to the first one, a game-changer that proved that supercar performance and user friendliness didn’t have to be mutually exclusive. “We had to be true to that heritage,” chief engineer Ted Klaus says. “The original car was built around the driver. It was human-centric. It was about getting out of the way and letting the driver do what he wanted to do.”
So, too, is the NSX-to-be. As befits the halo vehicle of Japan’s most wonkish automaker, it’s bristling with innovation, from a host of exotic materials in the lightweight, ultra-rigid chassis to a pair of electric motors driving each of the front wheels, which allows torque to be vectored to all four corners of the car. (A third electric motor is nestled within the transaxle case.)
Electronic chassis control will feature four modes (Quiet, Sport, Sport+, and Track) plus launch control. But at the same time, the cockpit is roomy, luxurious, ergonomically flawless, and remarkably free of the look-at-me flourishes found in most supercars.
“Honestly, I wasn’t trying to make a statement with the interior,” says Johnathan Norman, interior-design project leader. “We’re trying to create some separation between Honda and Acura. We want it to have best-in-class materials. But the point of this car is the driver and to make the machine fade away.”
Not that the 2016 Acura NSX is self-effacing. The benchmark it was designed to exceed is the Ferrari 458 Italia, which is generally thought to offer the most compelling combination of performance, prestige, and howl-at-the-moon sex appeal of any car in its segment. With production of the Acura not slated to begin until the fall, the jury is out on whether it can deliver on that promise. Still, it’s instructive to hear Klaus describe the difference he perceives between the two cars.
“The 458 is a car that makes you sweat,” he says. “It makes you feel alive, but you’re always on. You can never relax because it’s always being exotic. The NSX is about accessible performance. So in everyday driving, you have that ‘wow’ experience because of the electric motors, and you get another ‘wow’ experience at the limit.”
It’s easy to forgive Klaus for sounding like a proud papa because his new baby survived such a long and troubled gestation. The original NSX remained in production from 1990 to 2005, which is like a century in supercar years. In 2007, Honda announced plans to develop a follow-on NSX with a V-10 engine, but the project was stillborn. A concept version of the second-gen car debuted in 2012. Then came what Klaus dryly calls “a huge upset.”
The original bogey for the new NSX was the Audi R8, which swims in the shallow end of the supercar pool. Equipped with a V-8, the price of the Audi starts at less than $120,000, and Acura engineers figured they could take it on with a modified version of one of their company’s naturally aspirated V-6 engines. It was to be mounted transversely behind the cockpit, which harkened back to the layout of the original NSX while also allowing for more efficient packaging.
But after some corporate soul-searching, Honda executives realized that they had to aim higher than the R8. If the NSX was supposed to be what Klaus calls “a pinnacle product,” then Acura had to take on the king of the hill. Back in 1990, the Ferrari 348 had been the target. These days, it’s the 458, and going head to head with the Ferrari was going to require a major step up.
So Acura decided to build a bespoke engine. It’s a 75-degree, 3.5-liter twin-cam V-6, with a turbocharger bolted to each bank of cylinders. (Coincidentally, Honda is also building a hybridized and turbocharged V-6 engine to race in Formula 1 this year.) No numbers have been released, but it seems safe to assume that with the bump from the electric motors the NSX’s output will be north of 550 hp to keep pace with the 458. And the price of the car will rise as well to approximately $150,000.
“The electric motors work from zero rpm to fill in the torque until the turbochargers take over,” Klaus says. “Also, the forced induction gives you a lot of flexibility over the life cycle of the car.” Meaning that the boost can always be dialed up in years to come if more grunt is deemed necessary.
But the turbochargers compelled Acura to reconsider the placement of the engine. To accommodate all the extra plumbing, the V-6 was rotated 90 degrees. Going to a longitudinal configuration meant that the transmission extended back under the trunk in the tail. Even so, the NSX’s wheelbase is still a relatively compact 103.5 inches.
The gearbox adds extra weight exactly where you don’t want it, especially in a car that already carries the vast majority of its weight in the rear. To keep handling relatively neutral, Acura sank the engine as low as possible in the chassis. At the same time, the height of the motor was minimized by opting for a dry-sump lubrication system. Built from a mix of aluminum, high-strength steel, and carbon fiber, the car features a weight distribution of 43/57 percent front/rear, which is slightly more balanced than the original NSX. The result, Klaus says, is that “you don’t have to trail brake to plant the front end.”
Going from a transverse to a longitudinal engine also meant that the exterior design had to be changed very late in the game. As it turned out, this was a good thing. “We kept the same theme, but we made it more muscular and aggressive,” Michelle Christensen, the exterior design project leader, says of the original show-car styling. “We were able to take it to the gym and take it up a notch on the supercar scale.”
Christensen emphasized the mid-engine properties of the 2016 Acura NSX by creating powerful rear haunches and a cab-forward design that makes the car look like it’s leaping forward. The bodywork also features a new styling vocabulary that Acura calls “Interwoven Dynamic,” with surfaces weaving in and out of one another. But one of the most eye-catching aspects of the styling is the vast array of huge scoops and vents. Christensen insists these are not mere boy-racer ornaments. “Nothing that you see on the car is fluff,” she says. “A lot of the changes from the show car were made because of what they found in the wind tunnel.”
Klaus confirms that the vents feed air to or extract it from the 10 cooling units in the car: three engine coolers (two water and one oil); two intercoolers; one transaxle cooler; one for the clutch; one for the twin electric motors; one for the electric A/C compressor; and one for the power distribution unit. Right behind the doors are what could pass for air inlets from an F-18 jet airplane. Actually, they route air to the intercoolers. Being forced to enlarge these vents allowed Christensen to double down on the swoopiness of the floating C-pillars, which form the most dramatic flying buttresses this side of the Notre Dame Cathedral.
The modern 2016 Acura NSX incorporates a hybrid powertrain—a twin-turbo V-6 augmented by three electric motors—a nine-speed dual-clutch transmission, all-wheel drive, and a dramatic, muscular body featuring more ductwork than an industrial HVAC system. Oh, and it was engineered and styled in the United States and will be built at a new factory in Ohio.
Despite the differences, the new 2016 Acura NSX is a philosophical throwback to the first one, a game-changer that proved that supercar performance and user friendliness didn’t have to be mutually exclusive. “We had to be true to that heritage,” chief engineer Ted Klaus says. “The original car was built around the driver. It was human-centric. It was about getting out of the way and letting the driver do what he wanted to do.”
So, too, is the NSX-to-be. As befits the halo vehicle of Japan’s most wonkish automaker, it’s bristling with innovation, from a host of exotic materials in the lightweight, ultra-rigid chassis to a pair of electric motors driving each of the front wheels, which allows torque to be vectored to all four corners of the car. (A third electric motor is nestled within the transaxle case.)
Electronic chassis control will feature four modes (Quiet, Sport, Sport+, and Track) plus launch control. But at the same time, the cockpit is roomy, luxurious, ergonomically flawless, and remarkably free of the look-at-me flourishes found in most supercars.
“Honestly, I wasn’t trying to make a statement with the interior,” says Johnathan Norman, interior-design project leader. “We’re trying to create some separation between Honda and Acura. We want it to have best-in-class materials. But the point of this car is the driver and to make the machine fade away.”
Not that the 2016 Acura NSX is self-effacing. The benchmark it was designed to exceed is the Ferrari 458 Italia, which is generally thought to offer the most compelling combination of performance, prestige, and howl-at-the-moon sex appeal of any car in its segment. With production of the Acura not slated to begin until the fall, the jury is out on whether it can deliver on that promise. Still, it’s instructive to hear Klaus describe the difference he perceives between the two cars.
“The 458 is a car that makes you sweat,” he says. “It makes you feel alive, but you’re always on. You can never relax because it’s always being exotic. The NSX is about accessible performance. So in everyday driving, you have that ‘wow’ experience because of the electric motors, and you get another ‘wow’ experience at the limit.”
It’s easy to forgive Klaus for sounding like a proud papa because his new baby survived such a long and troubled gestation. The original NSX remained in production from 1990 to 2005, which is like a century in supercar years. In 2007, Honda announced plans to develop a follow-on NSX with a V-10 engine, but the project was stillborn. A concept version of the second-gen car debuted in 2012. Then came what Klaus dryly calls “a huge upset.”
The original bogey for the new NSX was the Audi R8, which swims in the shallow end of the supercar pool. Equipped with a V-8, the price of the Audi starts at less than $120,000, and Acura engineers figured they could take it on with a modified version of one of their company’s naturally aspirated V-6 engines. It was to be mounted transversely behind the cockpit, which harkened back to the layout of the original NSX while also allowing for more efficient packaging.
But after some corporate soul-searching, Honda executives realized that they had to aim higher than the R8. If the NSX was supposed to be what Klaus calls “a pinnacle product,” then Acura had to take on the king of the hill. Back in 1990, the Ferrari 348 had been the target. These days, it’s the 458, and going head to head with the Ferrari was going to require a major step up.
So Acura decided to build a bespoke engine. It’s a 75-degree, 3.5-liter twin-cam V-6, with a turbocharger bolted to each bank of cylinders. (Coincidentally, Honda is also building a hybridized and turbocharged V-6 engine to race in Formula 1 this year.) No numbers have been released, but it seems safe to assume that with the bump from the electric motors the NSX’s output will be north of 550 hp to keep pace with the 458. And the price of the car will rise as well to approximately $150,000.
“The electric motors work from zero rpm to fill in the torque until the turbochargers take over,” Klaus says. “Also, the forced induction gives you a lot of flexibility over the life cycle of the car.” Meaning that the boost can always be dialed up in years to come if more grunt is deemed necessary.
But the turbochargers compelled Acura to reconsider the placement of the engine. To accommodate all the extra plumbing, the V-6 was rotated 90 degrees. Going to a longitudinal configuration meant that the transmission extended back under the trunk in the tail. Even so, the NSX’s wheelbase is still a relatively compact 103.5 inches.
The gearbox adds extra weight exactly where you don’t want it, especially in a car that already carries the vast majority of its weight in the rear. To keep handling relatively neutral, Acura sank the engine as low as possible in the chassis. At the same time, the height of the motor was minimized by opting for a dry-sump lubrication system. Built from a mix of aluminum, high-strength steel, and carbon fiber, the car features a weight distribution of 43/57 percent front/rear, which is slightly more balanced than the original NSX. The result, Klaus says, is that “you don’t have to trail brake to plant the front end.”
Going from a transverse to a longitudinal engine also meant that the exterior design had to be changed very late in the game. As it turned out, this was a good thing. “We kept the same theme, but we made it more muscular and aggressive,” Michelle Christensen, the exterior design project leader, says of the original show-car styling. “We were able to take it to the gym and take it up a notch on the supercar scale.”
Christensen emphasized the mid-engine properties of the 2016 Acura NSX by creating powerful rear haunches and a cab-forward design that makes the car look like it’s leaping forward. The bodywork also features a new styling vocabulary that Acura calls “Interwoven Dynamic,” with surfaces weaving in and out of one another. But one of the most eye-catching aspects of the styling is the vast array of huge scoops and vents. Christensen insists these are not mere boy-racer ornaments. “Nothing that you see on the car is fluff,” she says. “A lot of the changes from the show car were made because of what they found in the wind tunnel.”
Klaus confirms that the vents feed air to or extract it from the 10 cooling units in the car: three engine coolers (two water and one oil); two intercoolers; one transaxle cooler; one for the clutch; one for the twin electric motors; one for the electric A/C compressor; and one for the power distribution unit. Right behind the doors are what could pass for air inlets from an F-18 jet airplane. Actually, they route air to the intercoolers. Being forced to enlarge these vents allowed Christensen to double down on the swoopiness of the floating C-pillars, which form the most dramatic flying buttresses this side of the Notre Dame Cathedral.
01-12-15, 10:08 AM
#485
Pole Position
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This NSX is now with the LFA my favourite sports car. Looking forward to new Supra.
Because while being a good car - not better than Cayman - 911 doesn't even look that good for its price and it not even then special, especially since most people that buy as sports car buy a 911, R8 just does not deliver in terms of handling, AMG GT is just so ugly, and i8 is not worth a thing with its 3 cylinders.
Because while being a good car - not better than Cayman - 911 doesn't even look that good for its price and it not even then special, especially since most people that buy as sports car buy a 911, R8 just does not deliver in terms of handling, AMG GT is just so ugly, and i8 is not worth a thing with its 3 cylinders.
Last edited by Levi68; 01-12-15 at 10:12 AM.
01-12-15, 10:12 AM
#486
Press Release
25 years after the debut of the original, paradigm-shifting NSX supercar, Acura revealed the production version of its highly anticipated successor—the next-generation Acura NSX, developed and produced in the U.S.—to the world's auto media at the 2015 North American International Auto Show today. The production model, in a scintillating NSX Red finish, took the stage with a growl from its twin-turbocharged engine.
The next generation NSX showcases the production styling, design and specifications of Acura's mid-engine sports hybrid supercar, and Acura announced key details of the all-new vehicle's design and performance. The company will begin accepting custom orders for the new NSX starting in the summer, with customer deliveries expected later in the year.
Specifically created to bring a "new sports experience" to the supercar segment, the NSX challenges conventional beliefs about supercars — much as the first generation did a quarter century ago. The approach is realized through an all-new power unit—a twin-turbocharged 75-degree DOHC V6 engine with a 9-speed dual clutch transmission (DCT) and 3-electric motor Sport Hybrid system—integrated with an ultra-rigid and lightweight multi-material body with world's-first material applications and manufacturing processes. Developed under the concept of a "human-centered supercar,” a car that puts the driver 1st in every aspect of its design, the next-generation NSX will leverage its state-of-the-art hybrid supercar power unit, body and chassis to deliver exceptionally intuitive and immediate response to driver inputs.
"Our commitment was to create an all-new NSX that is true to the heritage of NSX—a supercar that delivers a new driving experience, one where every part of the vehicle is respectful of the smartest part of the car, the driver," said Mike Accavitti, senior vice president and general manager of the Acura division. "The soul of a car is the emotional connection it makes with the driver. With the NSX, that connection will be intense and immediate."
As the pinnacle representation of Acura performance and prestige, the NSX was introduced at the auto show under the theme of "Precision Crafted Performance." The theme was the original tagline for the Acura brand, a guiding force behind the development of the original NSX and a critical component of its launch.
The development of next-generation NSX, driven by precision crafted performance, has resulted in a clean-sheet design, which involved nearly 3 years of intensive development effort by a global design and engineering team led by engineers at the company's development center in Raymond, Ohio.
"The NSX reflects Acura's American roots and makes a powerful statement about the strong role being played by our North American operations in envisioning and building the future of Acura," said Erik Berkman, executive vice president of the Acura Business Planning Office.
"Our global team embraced the challenge to create a new sports car experience, leveraging new technology to deliver incredibly vivid performance in a vehicle that responds intuitively and immediately to the will of the driver," said Ted Klaus, chief engineer and global development leader of the new NSX. "The NSX delivers pinnacle supercar performance, with 0-delay acceleration and exhilarating, confidence-inspiring driving dynamics."
Interwoven Dynamic Exterior Design
"The new NSX is a product of what we term 'Interwoven Dynamic' design," said Michelle Christensen, NSX exterior design project leader. "It represents the ideal blending of exotic sports car form and supercar function."
The NSX body features classic low and wide proportions married to modern and alluring surfacing, an aggressive front design, and tail lights that pays homage to the original NSX. The signature side intake and floating C-pillar collects air to feed the mid-mounted engine and directs airflow over the rear deck to increase downforce. To accommodate the new longitudinally mounted twin-turbo V6 and 9-speed DCT, the production vehicle was lengthened (+3 inches) and widened (+1 inch) with a slightly more cab-forward package, compared with the proportions of the NSX Concept shown in 2012.
Every element of the exterior body design has been carefully fashioned for total airflow management for both stability-enhancing downforce and vehicle systems cooling. The NSX has undergone extensive testing at the company's state-of-the-art wind tunnel in Raymond, Ohio, leading to a number of significant changes from concept to final body design, including modified hood vents, new front fender vents, modified side air intakes, and an optimized deck spoiler.
PHP Code:
Dimensions:
NEW NSX
2013 NSX Concept
Diff (in.)
2005 NSX
Diff (in.)
Length
176 in.
(4470 mm)
172.8 in. (4390mm)
+3.1
174.2 in.
(4425 mm)
+1.8
Width
76.4 in.
(1940 mm)
75.4 in
(1915 mm)
+1.0
71.3 in.
(1810 mm)
+5.1
Height
47.8 in.
(1215 mm)
47.2 in.
(1200 mm)
+0.6
46.1 in
(1170 mm)
+1.8
Wheelbase
103.5 in. (2630 mm)
102.8 in.
(2610 mm)
+0.8
99.6 in.
(2350 mm)
+11.0
Front track
65.2 in.
(1655 mm)
- -
- -
59.5 in.
(1510 mm)
+5.7
Rear track
63.6 in.
(1615 mm)
- -
- -
60.7 in.
(1540 mm)
+3.0
Human Support Cockpit
"Consistent with the 'human-centered supercar' development concept, the NSX was designed from the inside out with an uncompromising focus on the driver," said Johnathan Norman, NSX interior design project leader. "Like the original NSX, we created a 'Human Support Cockpit' that provides exceptional driver control, visibility and packaging, but further advanced to meet the extreme performance expectations of a modern supercar."
The NSX interior boasts exceptional forward visibility, simple and intuitive controls, and class-leading ergonomics—most notably the seat, which features top-class holding performance with outstanding comfort and easy ingress/egress.
The NSX's instrument cluster features a dynamic TFT display that responds to changes in the driver-selectable Integrated Dynamics System with pertinent graphics and information. The center console holds the Power button that readies the sport hybrid powertrain, nested in the center of the new Integrated Dynamics System dial control. Interwoven under the handcrafted leather dash panel is the exposed midframe—a functioning chassis structural member that reflects the design aesthetic of a naked sport bike. An ultra-thin, yet super strong A-pillar design and low-mounted instrument panel minimize obstructions to the driver's view of the road.
Sport Hybrid Power Unit
In keeping with the foundational philosophy of the original NSX, the next-generation NSX is designed to provide a new sports car experience that maximizes the capabilities of the driver, delivering exceptionally intuitive and confidence-inspiring response "at the will of the driver."
Acura engineers leveraged the company's expertise both with high-performance engine and hybrid electric-drive technologies, as well as its 2 decades of experience with industry-leading dynamic torque-vectoring technologies, including Super-Handling All-Wheel Drive (SH-AWD), to create the most sophisticated, technologically advanced and intelligent powertrain in the supercar universe.
At the heart of the NSX's performance capabilities is an all-new mid-mounted, 75-degree, DOHC V6 engine with twin turbochargers mated to an Acura-developed 9-speed DCT. The V6 engine employs a race-inspired compact valve train and dry sump lubrication system to help lower the center of gravity. The all-new 9-speed DCT delivers synapse-quick gear changes and rev-matching downshifts. The rear direct-drive electric motor, housed between the engine and transmission, supports acceleration, braking and transmission shifting performance. The NSX's front wheels are driven by twin independent high-output electric motors which deliver instantaneous torque response and dynamic left-to-right torque distribution.
The NSX uses its front electric motors for dynamic torque vectoring in addition to enhancing acceleration and braking performance. The result is an instantaneous "0 delay" launch performance and handling response that seems to anticipate the driver's desire. The NSX has undergone extensive testing at some of the world's most challenging race circuits, including the famed Nurburgring.
Advanced Multi-Material Body
Also in keeping with the legacy of NSX—the world’s 1st all-aluminum supercar—the new NSX features an innovative new multi-material body design with world's-first material applications and construction processes.
The NSX body utilizes a space frame design—an internal frame constructed of aluminum, ultra-high strength steel and other advanced materials. Anchored by a carbon fiber floor, torsional and bending forces are taken up entirely by this ultra-rigid structure which also utilizes advanced joining technologies.
The NSX features world's-first casting technology that combines the design and manufacturing flexibility of a casting process with the strength and elongation properties of a forged material, enabling significant weight reduction. The body panels are composed of a combination of aluminum and sheet molding composite (SMC).
Advanced Sport Package
The NSX features an d "Advanced Sports Package" with placement of key powertrain components –the mid-mounted engine, twin front motors anSport Hybrid battery pack and power control unit – optimized to concentrate vehicle mass low and toward the center of the vehicle, to further enhance dynamic response. The combination of this packaging concept and the lightweight body give the NSX the lowest center of gravity in its class.
The NSX utilizes a fully independent, all-aluminum front and rear suspension and puts its considerable power down through ContiSportContact™ high-performance tires—245/35Z R19 front and 295/30Z R20 rear—mounted on 19x8.5 inch front and 20x11 inch rear aluminum alloy wheels. Powerful, natural and confident braking performance is provided by 6-piston front and 4-piston rear monoblock calipers squeezing ultra-high performance carbon-ceramic brake discs.
Handling is greatly enhanced by Sport Hybrid Super-Handling All Wheel Drive (Sport Hybrid SH-AWD), enabling lightning-quick response to all driver inputs—steering, braking and throttle—along with the stability, control and launch performance of all-wheel drive. Agile Handling Assist (AHA) uses the subtle application of brake torque to further enhance yaw response and dynamic stability.
The NSX's dial-operated Integrated Dynamic System features Quiet, Sport, Sport+ and Track modes. The system adjusts engine, motor, transmission and chassis response, as well as the engine sound level, based on the needs of the driver and driving environment. Quiet mode enables electric-only driving at lower speeds for short durations. Dynamic vehicle responses become increasingly sharp as the driver moves from Sport to Sport+ mode and, finally, to Track mode, where the NSX reveals the full spectrum of its performance capabilities.
The NSX also features a "launch" function to achieve the ultimate in "0 delay" launch performance, aided by both the engine and 3 electric motors.
New Production Facility
The NSX will be manufactured exclusively at the Performance Manufacturing Center (PMC) in Marysville, Ohio, where approximately 100 highly-skilled associates will conduct full body construction, paint, and final assembly using domestic and globally-sourced parts.
The PMC and its processes have been developed to perfectly blend associate craftsmanship and technology in a new approach to manufacturing. By in-housing the body construction, Acura maintains complete control over total body quality, including critical strength, suspension accuracy, and fit and finish—from initial construction all the way to final assembly.
Associates will utilize innovative techniques to deliver next-generation craftsmanship and world-class quality in the realm of specialized, supercar vehicle production.
01-12-15, 10:14 AM
#487
New-Gen Acura NSX Will Blow Your Mind, Priced from Around $155,000
It's been 25 years since the original Acura NSX supercar took the world by storm, but today marks the rebirth of an icon. The all-new production model took the stage at the 2015 North American International Auto Show in a scintillating NSX Red finish!
To put it bluntly, this next generation Acura NSX is a mid-engine hybrid supercar which will look to challenge conventional beliefs about supercars in general - just like the first NSX did a quarter century ago. The reason behind this thinking is an all-new power unit. It's a twin-turbocharged 75-degree DOHC V6 engine with a 9-speed dual clutch transmission and three-electric motor Sport Hybrid system, surrounded by an ultra-rigid and lightweight multi-material body.
The philosophy behind it is the "human-centered supercar", a car that puts the driver first in ever aspect of its design. We can't help but feel though that this car puts everybody first, including pedestrians - because everyone will surely feel its road presence even just by taking a glimpse.
"The NSX reflects Acura's American roots and makes a powerful statement about the strong role being played by our North American operations in envisioning and building the future of Acura" said Erik Berkman, executive VP of the Acura Business Planning Office. The NSX was developed and will be produced in the United States.
Looking at the exterior, you'll notice the aggressive front design and the gorgeous tail lights which pay homage to the original NSX. You've also got a signature side intake and floating C-pillar which help collect the air that's being fed to the mid-mounted engine.
In order to fit the new twin-turbo V6 and the 9-speed DCT box, the production vehicle was lengthened by 3 inches and widened by 1 inch - compared to the proportions of the NSX Concept shown in 2012. The production NSX is also 45 mm longer, 130 mm wider and 45 mm taller than the 2005 model, also having a much larger wheelbase at 2630 mm. The front and rear tracks have also grown.
Inside, the NSX boasts excellent forward visibility, simple and intuitive controls and class-leading ergonomics - especially in the seat, which according to Honda, features top-class holding performance with outstanding comfort.
The NSX's instrument cluster features a dynamic TFT display while the center console holds the power button that redies the sport hybrid powertrain. The interior looks exceptional and we appreciate them using leather even on the upper-dash area and there might be a hint of Porsche 918 Spyder in the design of the center console tunnel.
The so called Sport Hybrid Power Unit holds the all-new twin-turbo mid-mounted DOHC V6 engine, mated to an Acura-developed 9-speed DCT. The V6 employs a race inspired compact valve train and dry sump lubrication system which helps lower the center of gravity.
The rear direct drive electric motor supports acceleration, braking and transmission shifting performance while the NSX's front wheels are driven by twin independent high-output electric motors which deliver instantaneous torque response and dynamic left-to-right distribution. In other words, just like with the 918 Spyder, you won't have any problems with your low-end torque response.
We don't have any official numbers such as total horsepower, top speed or a 0 to 62 mph time, so stay tuned for more info on its specs.
As for the build of the car, the NSX's body utilizes a space frame design (aluminum, ultra-high strength steel and other advanced materials) anchored by a carbon fiber floor. The NSX also utilizes a fully independent, all-aluminum front and rear suspension that helps put its power down through ContiSportContact high performance Continental tires which measure 245/35Z R19 in the front and 295/30Z R20 out back. These are mounted on 19x8.5" front and 20x11" rear aluminum alloy wheels.
The handling department sounds pretty darn good as well, thanks to the Sport Hybrid Super-Handling All Wheel Drive system (Sport Hybrid SH-AWD), which to be fair, hasn't looked all that impressive in previous Acura models but something tells us it's going to perform a lot better in the NSX.
Once you start it up and get on the power, you can choose different dial-operated Integrated Dynamic Systems such as Quiet, Sport, Sport+ and Track modes, as the system will adjust engine, motor, transmission and chassis response as well as engine sound level. Quiet mode is obviously for electric-only driving at lower speeds for short durations while Sport and Sport+ will help you increase the vehicle's responsiveness. The full spectrum of its performance capabilities is revealed once you select Track mode.
The NSX will be manufactured exclusively at the Performance Manufacturing Center in Marysville, Ohio, it will feature several trims and it will go on sale in the US this summer - with first deliveries coming this fall.
As for the price, we don't have a final figure yet, but Acura said it expects to start somewhere in the mid $150.000 range.
To put it bluntly, this next generation Acura NSX is a mid-engine hybrid supercar which will look to challenge conventional beliefs about supercars in general - just like the first NSX did a quarter century ago. The reason behind this thinking is an all-new power unit. It's a twin-turbocharged 75-degree DOHC V6 engine with a 9-speed dual clutch transmission and three-electric motor Sport Hybrid system, surrounded by an ultra-rigid and lightweight multi-material body.
The philosophy behind it is the "human-centered supercar", a car that puts the driver first in ever aspect of its design. We can't help but feel though that this car puts everybody first, including pedestrians - because everyone will surely feel its road presence even just by taking a glimpse.
"The NSX reflects Acura's American roots and makes a powerful statement about the strong role being played by our North American operations in envisioning and building the future of Acura" said Erik Berkman, executive VP of the Acura Business Planning Office. The NSX was developed and will be produced in the United States.
Looking at the exterior, you'll notice the aggressive front design and the gorgeous tail lights which pay homage to the original NSX. You've also got a signature side intake and floating C-pillar which help collect the air that's being fed to the mid-mounted engine.
In order to fit the new twin-turbo V6 and the 9-speed DCT box, the production vehicle was lengthened by 3 inches and widened by 1 inch - compared to the proportions of the NSX Concept shown in 2012. The production NSX is also 45 mm longer, 130 mm wider and 45 mm taller than the 2005 model, also having a much larger wheelbase at 2630 mm. The front and rear tracks have also grown.
Inside, the NSX boasts excellent forward visibility, simple and intuitive controls and class-leading ergonomics - especially in the seat, which according to Honda, features top-class holding performance with outstanding comfort.
The NSX's instrument cluster features a dynamic TFT display while the center console holds the power button that redies the sport hybrid powertrain. The interior looks exceptional and we appreciate them using leather even on the upper-dash area and there might be a hint of Porsche 918 Spyder in the design of the center console tunnel.
The so called Sport Hybrid Power Unit holds the all-new twin-turbo mid-mounted DOHC V6 engine, mated to an Acura-developed 9-speed DCT. The V6 employs a race inspired compact valve train and dry sump lubrication system which helps lower the center of gravity.
The rear direct drive electric motor supports acceleration, braking and transmission shifting performance while the NSX's front wheels are driven by twin independent high-output electric motors which deliver instantaneous torque response and dynamic left-to-right distribution. In other words, just like with the 918 Spyder, you won't have any problems with your low-end torque response.
We don't have any official numbers such as total horsepower, top speed or a 0 to 62 mph time, so stay tuned for more info on its specs.
As for the build of the car, the NSX's body utilizes a space frame design (aluminum, ultra-high strength steel and other advanced materials) anchored by a carbon fiber floor. The NSX also utilizes a fully independent, all-aluminum front and rear suspension that helps put its power down through ContiSportContact high performance Continental tires which measure 245/35Z R19 in the front and 295/30Z R20 out back. These are mounted on 19x8.5" front and 20x11" rear aluminum alloy wheels.
The handling department sounds pretty darn good as well, thanks to the Sport Hybrid Super-Handling All Wheel Drive system (Sport Hybrid SH-AWD), which to be fair, hasn't looked all that impressive in previous Acura models but something tells us it's going to perform a lot better in the NSX.
Once you start it up and get on the power, you can choose different dial-operated Integrated Dynamic Systems such as Quiet, Sport, Sport+ and Track modes, as the system will adjust engine, motor, transmission and chassis response as well as engine sound level. Quiet mode is obviously for electric-only driving at lower speeds for short durations while Sport and Sport+ will help you increase the vehicle's responsiveness. The full spectrum of its performance capabilities is revealed once you select Track mode.
The NSX will be manufactured exclusively at the Performance Manufacturing Center in Marysville, Ohio, it will feature several trims and it will go on sale in the US this summer - with first deliveries coming this fall.
As for the price, we don't have a final figure yet, but Acura said it expects to start somewhere in the mid $150.000 range.
01-12-15, 10:44 AM
#489
NSX inside and out looks superb. Haven't been this excited for Acura in years!
Well done Acura!
It's a twin-turbocharged 75-degree DOHC V6 engine with a 9-speed dual clutch transmission and three-electric motor Sport Hybrid system, surrounded by an ultra-rigid and lightweight multi-material body.
01-12-15, 11:26 AM
#494
Super Moderator
01-12-15, 11:33 AM
#495
2016 Acura NSX Finally Revealed
While it may look remarkably like the NSX concept that first debuted in 2013, the car has actually grown and is now three inches longer and one inch wider, while the cabin sits slightly forward. Compared to the original NSX the car is three inches longer and five inches wider.
The car’s weight also remains a mystery, though like its predecessor (the world’s first car to use a completely aluminum body) the new NSX makes use of advanced materials. The car’s central floor structure is made of carbon fiber, while the rest of the body is a space frame design made of aluminum and ultra-high strength steel. The body panels are made of aluminum and a new lightweight material known as sheet molding composite (SMC).
As a result of these components as well as efforts to concentrate the car’s drivetrain components centrally and low to the ground Acura claims the NSX will have the lowest center of gravity of any car in its class.
But if you’re still looking for stats; power hits the ground through 245/35Z R19 front and 295/30Z R20 rear ContiSportContact tires, inside which can be found six-piston front and four-piston rear calipers with carbon ceramic brakes.
Another trait of the original NSX that engineers worked to maintain was its everyday ease of use. The Human Support Cockpit “provides exceptional driver control, visibility and packaging, but further advanced to meet the extreme performance expectations of a modern supercar,” NSX interior designer Johnathan Norman said.
As a result, the NSX won’t just deliver an intuitive driving sensation but will also offer excellent forward visibility, intuitive controls, class-leading ergonomics and seats that are easy to get into and out of. Whatever those exact specs are, they’d bore you into a coma, but actual owners are certain to appreciate them.
Replacing conventional gauges is a full TFT display screen, while located low on the dash is a Integrated Dynamics System control **** with settings for Quiet, Sport, Sport+ and Track modes, each of which adjust gasoline engine and electric motor response as well as the characteristics of the transmission, chassis and engine sound.
Quiet mode activates a short-distance electric only driving mode, while the car will also offer a launch control setting, making the most of its electric motors and all-wheel drive.
The final spec that’s left unexplored is the price with no dollar value given. . . yet. An MSRP will soon be announced, however, with Acura accepting orders in the summer and deliveries later in 2015.
The car’s weight also remains a mystery, though like its predecessor (the world’s first car to use a completely aluminum body) the new NSX makes use of advanced materials. The car’s central floor structure is made of carbon fiber, while the rest of the body is a space frame design made of aluminum and ultra-high strength steel. The body panels are made of aluminum and a new lightweight material known as sheet molding composite (SMC).
As a result of these components as well as efforts to concentrate the car’s drivetrain components centrally and low to the ground Acura claims the NSX will have the lowest center of gravity of any car in its class.
But if you’re still looking for stats; power hits the ground through 245/35Z R19 front and 295/30Z R20 rear ContiSportContact tires, inside which can be found six-piston front and four-piston rear calipers with carbon ceramic brakes.
Another trait of the original NSX that engineers worked to maintain was its everyday ease of use. The Human Support Cockpit “provides exceptional driver control, visibility and packaging, but further advanced to meet the extreme performance expectations of a modern supercar,” NSX interior designer Johnathan Norman said.
As a result, the NSX won’t just deliver an intuitive driving sensation but will also offer excellent forward visibility, intuitive controls, class-leading ergonomics and seats that are easy to get into and out of. Whatever those exact specs are, they’d bore you into a coma, but actual owners are certain to appreciate them.
Replacing conventional gauges is a full TFT display screen, while located low on the dash is a Integrated Dynamics System control **** with settings for Quiet, Sport, Sport+ and Track modes, each of which adjust gasoline engine and electric motor response as well as the characteristics of the transmission, chassis and engine sound.
Quiet mode activates a short-distance electric only driving mode, while the car will also offer a launch control setting, making the most of its electric motors and all-wheel drive.
The final spec that’s left unexplored is the price with no dollar value given. . . yet. An MSRP will soon be announced, however, with Acura accepting orders in the summer and deliveries later in 2015.
