Honda NSX

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Honda
Honda NSX NA1 (1990-1997)
Honda NSX NA1 (1990-1997)
NSX
Production period: 1990-2005
Class : Sports car
Body versions : Coupe
Engines:
Petrol engines : 3.0-3.2 liters
(188-206 kW)
Length: 4405-4430 mm
Width: 1810 mm
Height: 1170-1175 mm
Wheelbase : 2530 mm
Empty weight : 1392-1460 kg

NSX called an offered between 1990 and 2005 in different versions two-seater mid-engine - sports cars from Honda . In North America and Hong Kong , it was sold under the Acura brand. Racing versions of the car were used in motorsport with factory support until the end of 2009. The NSX is considered to be a technical pioneer in several respects: It is the first Japanese production vehicle to be built largely from aluminum and to have both electronic steering assistance and electronic throttle control ( drive-by-wire ). Its V6 engine reaches speeds of up to 8000 min -1 and has titanium - connecting rods and spark plugs having platinum - electrode .

Development and introduction

Served as design inspiration for the NSX cockpit: the F-16 Fighting Falcon

According to the then head of the development department and later company boss Nobuhiko Kawamoto , the Honda sports car project began in early 1986. Development specifications under the overall project management of chief engineer Shigeru Uehara, who is also known as the "father of the NSX", included a largely lightweight construction with a compact engine, balanced aerodynamics with the lowest possible lift at high speeds and driver-oriented ergonomics with the greatest possible all-round visibility (311.8  degrees ). According to Honda, the team around chief designer Ken Okuyama was inspired by the bubble-shaped cockpit of the F-16 Fighting Falcon fighter aircraft , which managed without annoying steel struts (English: one-piece-canopy ). More styling effects can be attributed to the earlier cooperation by Honda with the Italian Pininfarina traced back to 1984 on the -Designern Turin Motor Show the "HP-X" prototype (for H onda / P ininfarina-E x perimental imagined). This vehicle was also designed as a mid-engined car; but with a 2-liter six-cylinder engine. It was derived from a Honda Formula 2 engine project that was no longer used due to the change in the regulations in 1985, when Formula 2 was replaced by Formula 3000 with 3-liter engines.

A great similarity also exists with the 1985 at the IAA in Frankfurt by the MG Rover Group presented prototype MG EX-E , whose design, according to the designer Roy Ax already from the F-16 jet as well as his private Ferrari 308 had been affected . Honda temporarily owned 20 percent of MG Rover shares in the 1980s and helped develop various models of the British brand.

The basic development and tuning work for the NSX lasted until 1989. During that time, Honda is believed to have filed around 400 related patents . The last fine-tuning took place in 1990 with Formula 1 driver Ayrton Senna on the Nürburgring - Nordschleife , among others . The first pre-production model was in February 1989 at the Auto Show Chicago Auto Show and in October 1989 at the Tokyo Motor Show as a Honda or Acura NS-X ( N ew S portscar [hyphen] e X perimental presented). After Honda information of this stand acronym during the previous development process for N ew S ports and X as a variable for an unknown quantity .

The US trade press in particular responded positively to the NSX. In 1990, the year of its global market launch, the car was named "Automobile of the year" by Automobile Magazine , "Design of the year" by the Industrial Designers Institute and "One of the 10 best cars in the world" by Road & Track magazine. excellent. The following year, Motor Trend magazine called the NSX “the best sports car ever built”. In the first full sales year of 1991, around 3160 copies were sold in the USA alone.

Equipment and chassis

Honda NSX NA1 rear view
Honda NSX NA1 side view

The NSX's body , chassis and engine components, which were largely made of aluminum, were around 200 kg lighter than comparable parts made of steel or gray cast iron , according to the factory , but the total weight of around 1400 kg was still on par with the conventionally manufactured competitor models at the time. This is partly explained by the extensive comfort and safety equipment for a sports car: automatic air conditioning , hi-fi system with CD changer, electrically adjustable leather seats, airbags as well as upholstery and insulation material. If they are removed, the total weight of the NSX is reduced by around 150 kg, which was subsequently confirmed by the NSX-R model version presented in 2002 and weighing just 1244 kg. The remaining 50 kg weight advantage over traditionally built sports cars of the time was compensated for by reinforcing the chassis and larger-sized suspension parts, which were intended to compensate for the lower stability of aluminum compared to steel. In the case of the body in particular, no significant weight reduction could be achieved through the use of aluminum, since it was constructed like a steel body and therefore the specific advantages of aluminum were not used. Aluminum can achieve a weight advantage if the body is made from seamless extruded profiles and castings. However, this was not the case with the NSX. There, the body was conventionally welded from pressed sheet metal, which is why the lower stiffness of aluminum had to be compensated for by high material costs. This negated the weight advantages. The aluminum body of the NSX thus remained primarily a marketing argument. The total weight of the production model is 42% on the front and 58% on the rear axle.

As a technology transfer from the Honda Formula 1 commitment until 1992, the NSX received an aluminum chassis with independent suspension , double triangular wishbones , coil springs, telescopic shock absorbers and anti-roll bars . This combination, which was widespread in racing at the time, had been common in production sports cars in Europe since the 1960s, but only gradually established itself in Japanese vehicles. The advantages are, among other things, the lower unsprung masses and the wheel guidance that is stable even under extreme loads. In addition, when cornering, the wheels on the outside of the bend continue to fall into a negative camber , which increases the tire contact area and increases driving stability. Specifically for the NSX, there were directional and side-bound tires that were matched to the chassis and manufactured only by Yokohama and Bridgestone . Since the front tires were also smaller than the rear tires, all four tires are different and not interchangeable. The wheel and tire dimensions were changed twice, regardless of the model change, until production was discontinued. Originally, 205/50 ZR 15 were installed at the front and 225/50 ZR 16 at the rear. From 1994 the company switched to 215/45 ZR 16 and 245/40 ZR 17, then in 2002 to 215/40 ZR 17 and 255/40 ZR 17. The internally ventilated fixed calliper disc brakes , each with two hydraulically operated pistons at the front and one , were enlarged twice Rear piston. In particular, the brakes installed until 1996 proved to be insufficiently resistant to brake fading when used on the racetrack or on long downhill drives .

The fact that a US automobile fair was given preference over a Japanese one when it was first presented made it clear from the start that the NSX was strongly oriented towards the North American market with its comfort requirements - a marketing decision that was later confirmed by the disproportionate sales figures achieved there compared to the rest of the world . In the USA alone, almost 9000 NSXs were sold before the model was discontinued, around half of total production. The relatively large ground clearance compared to the competition (more than 16 cm unloaded) and the “soft” chassis set- up also took into account the requirements of the US market. However, as is typical of a sports car, there was only a 155 liter trunk behind the motor. The CD changer, which was initially available as an accessory and later became a standard, was also installed here. There was no additional luggage space under the bonnet because of the built-in battery, radiator, folding spare wheel and additional units .

Model variants and maintenance

3.0 liter engine of the NSX NA1
Honda NSX NA2 (1997-2002)
3.2 liter engine from the NSX NA2

NSX NA1 (1990-1997)

The first model version sold from August 1990 (code NA1 ) had a 3.0-liter V6 naturally aspirated engine with four overhead camshafts and 90 degree cylinder bank angles (engine code C30A ; a further development of the Honda- and Rover -models used C-engine family), with four valves per cylinder, a program-controlled manifold injection ( PGM-FI ) , 201 kW (274 hp), 284 Nm torque (prospectus indication Honda-Germany), a maximum speed of 8000 min -1 and - for the first time in a Honda model offered outside of Japan - an oil pressure controlled, variable valve control ( VTEC ). Honda had already used the first DOHC-VTEC in 1989 in the Integra , which is only available in Japan . The power of the NSX engine was transmitted via a two-disc clutch and a 5-speed manual transmission. The 6-in-2 exhaust system contained two regulated catalytic converters . From the beginning, a 4-channel anti-lock braking system (ABS) was used in all model versions , which can control and regulate each wheel individually. According to the factory, it should ensure more precise handling in the event of emergency braking .

NSX NA2 (1997-2002)

The second series from 1997 (model code NA2 ) received a likewise transversely installed 3.2-liter DOHC V6 engine (engine code C32B ) with officially 206 kW (280 PS, US specification 290 PS according to SAE guidelines ) and 298 Nm (US specification 304 Nm) and a 6-speed manual transmission. Other differences to the previous model included a more efficient intake and exhaust system and a single-disc clutch with a dual-mass flywheel developed and produced by the German LuK Group . However, in acceleration tests carried out by sport auto magazine in 1997, the new clutch was found to be too weakly dimensioned for the performance of the engine and the good traction of the drive wheels due to the concept. Even when driving on the racetrack with slicks , the clutch disks often spun and ultimately the clutch failed completely due to the high levels of heat generated.

Automatic version

The 3-liter engine was still used after 1996 in the four-speed automatic version that was available from the beginning (from 1995 as a partially manually switchable F-matic ); the official power rating remained at 188 kW (256 hp) over the entire life of the NSX and the maximum torque was 284 Nm. This version was also adapted to the needs of the US market and found the vast majority of buyers here; Depending on the model year, between 5 and 15 percent of the total NSX models sold in the USA, while only individual copies came onto the market in Europe.

Honda NSX Type R (1992-1995)

Other model variants

Between November 1992 and 1995 the NSX Type R was only available in Japan , a weight-reduced version with the engine of the NA1 version, somewhat firmer suspension and a sporty interior. The NA2 variants Type S and Type S zero were also only available in Japan from 1997 onwards . From 1995 the NSX- T (for Targa-Top ) with a removable central roof section was sold worldwide. In the USA the coupé was no longer available in this model year, from 1996 it was only delivered there on special order; the T version was thus the only regular NSX variant.

Performance and consumption values

Honda stated an acceleration of 5.9 ( NA1 ) or 5.7 seconds ( NA2 ) from 0 to 100 km / h and a top speed of 270 km / h (F-matic 260 km / h) for the manual models , Depending on the market-specific engine electronics and exhaust system, other values ​​were also published. However, the official performance figures were rather too low, since from 1989 to 2004 there was a voluntary internal market self-restriction to a maximum of 280 hp in Japan and many models (also from other brands) de facto significantly exceeded this value in some cases. The first Japanese car with officially more than 206 kW (221 kW / 300 PS) was the 3.5-liter Honda Legend in October 2004 . Even with the 3.2-liter NSX engine, specimens with almost 220 kW had already been measured on the test bench.

All model versions had a 70 liter petrol tank and were designed for super unleaded with at least 95  RON . The indicated average consumption values were between 11.8 l (version F-Matic ) and 12.4 l (from year of construction 2002) per 100 km.

Technical innovations

Is the first production car in the world the automatic version of the NSX from the beginning was to an electrically assisted rack - Power steering , which was built in 1993 in the USA (until 1995) in a refined and lighter construction and in the versions with manual transmission. The steering assistance was designed to be speed-dependent and only unfolds its full effect when the vehicle is stationary and when driving very slowly. From around 50 km / h, the steering servo is deactivated to enable a more direct steering feel.

From the beginning, the NSX had a variable locking differential (ger .: Limited Slip Differential , shortly LSD ). This construction of several friction disks (based on the principle of a viscous clutch ) and a planetary gear can compensate the speed differences between the drive wheels measured by the ABS sensors up to a certain extent. In contrast to other differentials of a similar design, the NSX should not only improve traction, but also minimize lane deviation in strong crosswinds. The tuning of the LSD was slightly changed several times during the construction period; the highest locking effect was just over 50 percent (157 Nm) of the maximum torque. According to Honda, a higher lock would have caused excessive understeer when cornering.

From 1995 onwards, the throttle valve was controlled by a servo motor ; the accelerator pedal is no longer connected to the throttle valve via a cable, but only via electrical lines. The system is therefore referred to as drive-by-wire (DBW) or throttle-by-wire (TBW) . When NSX the system additionally controls the electronic PGM-FI - manifold injection , the standard cruise control and the traction control system (Traction Control System / TCS) . This in turn is supplied with control data from the ABS wheel speed sensors and a steering angle sensor in order to be able to adapt the regulation to the current driving situation.

Facelift and end of production

Honda NSX (2002-2005)

In 2002 a facelifted NSX series was presented; without pop-up headlights , instead with fixed xenon lights for high and low beam, modified rear lights and modified front and rear aprons, the aerodynamic effect of which reduced the drag coefficient ( ) from 0.32 to 0.30 and increased the top speed to 280 km / h. The model code remained NA2 even after the facelift . The derived NSX-R version, lightened to 1244 kg and equipped with sports tires , was again only available as a right-hand drive for the Japanese market; however, one copy was approved for testing purposes by Honda in Germany by individual acceptance. In a sport auto super test in summer 2002, this car achieved significantly better results than the NSX tested in 1997.

After a few special models produced in limited numbers, such as the " Zanardi Edition", which was only available in the USA in 1999 , of which 50 were built, or the Last Edition with an edition of 12 in Great Britain in 2005 , production ceased in September Discontinued in 2005. As the main reason for the discontinuation, Honda cited the now stricter emissions regulations, especially in the USA, which would have required far-reaching and therefore too expensive improvements to the more than 15-year-old basic engine and exhaust concept. Until then, 271 NSXs had been sold across Germany, around 260 in Switzerland, 49 in Austria, and around 18,000 units were delivered worldwide. The effective sales prices of the NSX in the 1990s were between 140,000 and 175,000 DM (the higher prices for the T model) and from 2001 onwards at around 80,000 to 90,000 EUR. These unusually high amounts for a Japanese car and the lack of engine power in comparison to the competition made the NSX an exotic vehicle that was difficult to sell outside of Japan as early as the 1990s. However, the combination of suitability for everyday use, handling and driving performance was still described by many auto journalists as extraordinary until the end of its construction period.

Successor model Honda NSX 2016

Acura NSX (2015) production version

The production version of the new Acura NSX was unveiled at the Detroit Auto Show 2015 . The new Honda NSX is powered by a completely newly developed V6 twin-turbo mid-engine with a 9-speed dual clutch transmission. The first customer vehicles were delivered in 2016. The model was also shown at the IAA in Frankfurt.

Aborted successor model developments

Honda presented a GT sports car concept called the Acura Advanced Sports Car Concept at the North American International Auto Show in Detroit on January 7, 2007 . According to the company, the prototype has four seats, a V10 front mid -engine (installation position behind the front axle) and the SH-AWD all- wheel drive already known from the Honda Legend , which for the first time can also act as a pure rear-wheel drive. The prototype, which was completely designed in the Californian Acura Design Studio in Torrance near Los Angeles under the direction of John Ikeda, used styling elements from the original NSX as well as the current Honda forms such as those of the S2000 . Performance or displacement data of the naturally aspirated engine were not disclosed, but Honda CEO Takeo Fukui spoke of the most powerful series engine in the company's history. Precise information on the market launch of a series model was not given; Fukui promised a time frame of three to four years.

Acura NSX study at NAIAS 2012
The Honda HSC (2003) planned as the successor to the NSX
Honda HSC (2003)

In the early summer of 2007, there were reports about driving tests on the Nürburgring-Nordschleife , in which Honda is said to have tested a 500 hp V10 engine in a S2000 that had been converted for this purpose. In December 2007, American Honda President and CEO Tetsuo Iwamura stated that he expected a launch in 2010. In the early summer of 2008, a camouflaged test vehicle was seen during test drives on the Nürburgring-Nordschleife, the appearance and performance of which seemed to confirm the technical characteristics already suspected. In December 2008, Honda boss Fukui announced the discontinuation of the development of the NSX successor model at his end-of-year speech and justified this with the consequences of the global financial crisis . In November 2009, however, Honda confirmed that a racing car with front-engine and rear-wheel drive developed from the Acura Advanced Sports Car Concept would be used in the Japanese Super GT racing series from 2010 in order to meet the changed regulations. Since no series production of a road model is planned, Honda receives an exceptional exemption from homologation .

In the Honda Indy 200, a car race that is held as part of the IndyCar series at the Mid-Ohio Sports Car Course in Lexington (Ohio, USA), the super athlete played the preliminary program on August 4, 2013. The bolide completed two laps on the 2.25-mile route.

A study called the HSC with NSX-like design and a 3.4-liter V6 mid-engine that was already presented in Tokyo in autumn 2003 as a successor to the NSX was not implemented in a new series either.

The Honda NSX Concept-GT was a racing version of the NSX Concept. The Honda NSX Concept-GT celebrated its racing debut in the "Autobacs Super GT", which took place in the fifth round of the Super GT series on August 17 and 18 in Suzuka (Japan) was held. The racing car complied with the GT500 regulations set by the Japanese Automobile Association for 2014 and provided important findings for a later production version.

In 2012, a concept car was unveiled at the North American International Auto Show in Detroit and it has been speculated that the new NSX will have at least 400 horsepower. More precise details about the following production vehicle were not announced at the time. In 2016 the new Honda NSX appeared, depending on the market as the Acura NSX.

particularities

Rear view of an NSX (1998) with a non-standard exhaust and CFRP rear wing from the NSX-R (2002)

The most expensive Japanese production sports car was sold in Germany after just a few model years, sometimes with considerable discounts on the list price . Some of the dozen or so German dealers authorized by Honda for the sale and maintenance of the NSX trusted that the "flagships" (preferably with dealer advertising stickers) were new customers for the "bread and butter" models from Honda could lure into the showrooms. This image transfer was also worth considerable losses for the main plant per car sold; the estimates here go up to 100,000 DM per car. Exact information is not possible because the development costs were never officially quantified. Typically, at least DM 2 billion had to be charged for a new car model (including the new production facility to be built; other sources even speak of 3 to 6 billion US dollars ), so that the contribution margin per vehicle would have been over DM 110,000 over the entire life of the model . Added to this were the manufacturing costs , which were also not disclosed .

On the other hand, despite the high list prices and thanks to the dealer discounts, the NSX buyer received a comparatively inexpensive exotic car with extensive standard equipment and numerous technical features, such as an "electronic accelerator pedal", a variable limited-slip differential, titanium connecting rods, platinum spark plugs, cruise control, automatic air conditioning, two controlled three-way catalytic converters , SRS safety system (with two airbags , seat belt tensioners and emergency power supply) and Bose hi-fi system with Alpine CD changer and motor antenna . The maintenance was also cheaper than a Ferrari 348 or F355 . The insurance premiums, however, were similarly high; Mainly because of the expensive accident repairs that required special welding machines and welding skills when working on the aluminum body. The total cost balance is also clouded by the high depreciation; The US magazine Forbes Magazine ranked the NSX 2005 number 9 of the world's 10 most expensive car models.

Around 200 technicians had produced up to 25 NSX per day, largely by hand, in a specially built production facility in Utsunomiya ( Tochigi Prefecture ), where the Honda S2000 and the Honda Insight were also built from 1999 . In 2004 the production of the three model series was relocated to Suzuka because Honda converted the Utsunomiya location into a new research and development center, where the Honda FCX Clarity has also been produced since June 2008 . The new NSX vehicles were only built and delivered to order with a waiting period of at least six months. When ordering, Honda sometimes demanded an advance payment of around 10 percent. The dealers usually took this money directly from the customer.

In December 2002 the NSX with the serial number "01" was auctioned in London . The first series copy of the NA1 model series from 1990 was around 30,000 euros above the price range expected by Christie's auction house, with a knockdown price of around 175,000 euros .

The world's largest, private NSX collection is believed to belong to Hassanal Bolkiah , the Sultan of Brunei , who, according to a report in the magazine sport auto, has "numerous Honda NSXs" in his possession. The exact number was not quantified.

durability

Production version of the Honda NSX NA2 during a race track training in the east corner chicane of the old Hockenheimring

The NSX is considered a relatively unproblematic 1990s sports car that is also suitable for everyday use. If the maintenance instructions are observed , especially the mandatory timing belt change every 100,000 kilometers or eight years, according to Honda, even with high mileages of over 200,000 km with the first engine, it hardly shows any signs of failure. Stainless aluminum plays a major role in this. A number of manual units from model years 1991 and 1992, which is not precisely quantified, was affected by a production error on the gearbox housing. As a result, the circlip on one bearing of the intermediate transmission shaft could break apart due to excessive stress and cause major damage to the entire transmission, which led to a total failure of the affected wagon. This problem, known in the USA as snap ring failure , did not trigger a recall , prompting Honda to issue a Technical Service Bulletin (TSB) instructing the Acura workshops in North America to replace the gearbox free of charge. The problem was not found in cars shipped outside of North America, according to Honda, but prompted Honda to modify a gearbox production machine in Utsunomiya in 1992.

Practical experience

According to the statistics of the US institute JD Power, the satisfaction of NSX customers is high. According to test reports from various auto journalists, the sports car with "exceptional comfort and the sociability of a Civic " can also be used as an everyday vehicle without any problems. There are no special requirements for the "normal driver"; the driving behavior is largely "foolproof" up to the limit, mainly because of the tendency to understeer. Sports-minded drivers criticized this design, however, because the car brakes itself when cornering sharply by sliding over the front wheels and thus prevents fast lap times when using the racetrack. In various slalom and wedge tests at very high speeds, the tendency to "counter swings" was also determined. Especially when the traction control was switched off, the rear could break out to one side and swivel to the other side in a flash if the driver did not react exactly. This behavior was blamed by “sport auto”, for example, on the relatively soft suspension set-up with strong body roll when cornering. Formula 1 driver Ayrton Senna described the car as "very fast" in a pre-series test in 1990 on the Nürburgring-Nordschleife, but the chassis as "too soft". On the other hand, this set-up was beneficial for winter use on slippery roads, which, with the right tires, were no problem thanks to the good traction inherent in the concept .

Races

Modified NSX in the finish chicane of the Circuit de Nevers Magny-Cours

Racing versions of the NSX and NSX-R have been and are used in various racing series and individual races worldwide; among others in the Japanese JGTC / Super GT series, where the overall GT500 victory was achieved in 2000 and 2007 and the championship in the GT300 class was won in 2004. In Germany, for example, NSX were used in the endurance cup at the Nürburgring and the 24-hour race there .

The beginnings and the NSX GT2

From 1991 to 1993, the Comptech Acura-Spice sports prototype, driven by a modified NSX engine and driven by Parker Johnstone , won the International Motor Sports Association (IMSA) “ GTP lights ” team and driver championship three times in a row . 1993 saw the world's first professional and officially Honda-supported races of two largely series-based NSXs from the German Seikel team at the German ADAC GT Cup , in which Armin Hahne won the second race of the season in Zolder and was third in the championship. The Dane John Nielsen drove the second NSX to 11th overall. The vehicles officially had 325 hp (239 kW) and weighed around 1300 kg. In 1994, Honda had the chassis for three new NSXs built by the British company Thompson Composites of the designer John Thompson according to the GT2 regulations at the time and gave the responsibility for their use in the Le Mans 24-hour races and the ADAC GT Cup German Kremer Racing Team , which until then was mainly known as a Porsche specialist. The vehicles, which weighed only around 1,040 kg, hardly differed visually from the series, but had bodies made of a CFRP- aluminum combination with improved aerodynamics, a sequential Hewland six-speed gearbox, AP racing brakes under larger wheels and on round 380 PS (279 kW) performance-enhanced naturally aspirated engines. Kremer only used one of these NSXs in the GT Cup; The result was three wins and the runner-up for Armin Hahne, who was already NSX-experienced.

NSX GT1 and GT2 in Le Mans

The Kunimitsu -NSX, successfully used in Le Mans in 1995

All three Kremer -NSX started at Le Mans in 1994 and reached the finish in 14th, 16th and 18th, which was unsatisfactory for Honda. Kremer Racing then withdrew from the cooperation with Honda; the three GT2-NSX were sold and drove in the following years with private teams at various events, including a copy for Kunimitsu in Le Mans. In 1995 Honda took control of the operations of two differently designed NSX; rebuilt by Thompson Composites . One unit was powered by a 410 hp naturally aspirated V6 engine, the other received a turbo unit with around 600 hp. Both cars, weighing around 1050 kg, started with little success in the “big” GT1 class: the Turbo-NSX retired after seven laps due to a damaged clutch, the second vehicle made 23rd place due to technical problems, but not the required number of laps to be officially classified. To the surprise of the works team, the former 1994 Kremer -GT2-NSX of the private Japanese team Kunimitsu, now weighing around 1055 kg, with a naturally aspirated engine boosted to 390 hp, won the class and took 8th place overall; driven by the Japanese drivers Keiichi Tsuchiya , Akira Iida and Kunimitsu Takahashi . This success prompted Honda to have Kunimitsu look after the official Le Mans race in 1996 with greatly reduced effort and only this car . The result, however, was only 16th overall and 3rd in the GT2 class. In December 2003 the car was auctioned off on behalf of the Christie's auction house in London for the equivalent of around 150,000 euros.

NSX GT500 and GT300

A Mugen -NSX GT500 used in the Japanese JGTC series from 1998 in the Honda Museum

In 1996, the Japanese construction company Dome developed a nearly 1100 kg racing car based on the NSX for the GT500 class of the All-Japan Grand Touring Car Championship (JGTC) on behalf of Honda . The generous regulations allowed far-reaching deviations from the production car without the homologation otherwise required . The chassis suspensions, the suspension and damper elements, the brakes, the sequential gearbox and the installation position of the engine no longer had anything in common with the series NSX. The only identical part that remained unchanged was the aluminum body-in-white. The engine output has been increased to around 500 hp in accordance with the class regulations; initially without an additional turbo charger . A particular challenge with the NSX, as with various other racing series, was the integration of the required steel roll cage into the aluminum structure, as direct welded connections between steel and aluminum are not possible. This meant that screwed and glued steel holders had to be installed, to which the cage elements were in turn attached.

The Raybrig -NSX GT500 from 2002

From 1997, the Honda subsidiary Mugen , which was renamed M-TEC in 2004, took over the development of the racing NSX , partly in collaboration with Dome, and from 1998 launched a version of the new 3.2-liter that was expanded to 3.5 liters -Series engine that developed over 600 hp. Thus, an NSX reached the GT500 drivers championship in 2000, but without being able to win just a single race. In 2002, Mugen / Dome won the championship team ranking with the two NSX deployed. After changes in the regulations for 2003, another engine variant was created based on the 3.0-liter engine that was no longer used in series production. In contrast to the series, the engine was installed lengthways instead of crossways and supplemented by two turbochargers. Mugen opted for this solution because the naturally aspirated engines used until 2002 had lost too much power due to the lack of oxygen on the Japanese racetracks, some of which were located higher up. The more successful competing vehicles Toyota Supra and Nissan Skyline GTR , on the other hand, were equipped with turbo engines from the start and did not have this problem.

The Autobacs -NSX, the master car of the Japanese Super GT series 2007

The NSX in the GT300 class, mainly used by private teams, were largely close to series production. Here the modification options are severely limited and the engine output is limited to 300 HP. The NSX did not achieve championship successes in this class for a long time. The first GT300 championship could only be celebrated when the newly founded company M-TEC shifted the earlier Mugen activities from the GT500 to the GT300 class in the 2004 season and used a professionally prepared and driven NSX. This success was rather unexpected, as Mugen had planned the use mainly as a training program for young Japanese drivers in preparation for future GT500 missions. In the medium term, the noticeably frequent use of comparatively faster European NSX drivers in the "big" class, such as André Lotterer , Sébastien Philippe or Ralph Firman , should be pushed back.

In October 2007, the Autobacs Racing Team Aguri ( ARTA ) from Aguri Suzuki with the driver duo Ralph Firman / Daisuke Itō and a win at the penultimate run of the season at the Autopolis facility in the Japanese prefecture of Ōita, won the Super GT500 championship prematurely . In 2008 and 2009, five NSXs were registered for participation in the GT500 class. The last year of the model in this racing series ended on November 8th, 2009 on the Twin Ring Motegi with a victory of the ARTA- NSX with the drivers Ralph Firman / Takuya Izawa and the victory of the runner-up championship. Since the Super GT rules have only allowed the use of cars with a front engine since 2010, the NSX with its mid-engine could no longer start there.

NSX-R and "24h-Special"

Honda N-tv-NSX-R from 2005

From 2003 a modified, right-hand drive NSX-R started both in the endurance cup (until 2005) and in the 24-hour race at the Nürburgring. The car, used by changing teams and with various sponsor combinations, was equipped with, among other things, a 3.2-liter engine with a slightly higher performance to 316 hp, aerodynamic attachments, retrofit brakes and reinforced chassis parts, but largely the same as the series vehicles sold in Japan . In 2005, the n-tv -NSX-R, driven by television presenter Klaus Niedzwiedz , among others, achieved 12th overall in the 24-hour race and won the “A 6” class; in 2007 it was ranked 26th overall and 6th in the "SP 6" class.

In June 2004, Honda Germany and the magazine “sport auto” fielded an NSX GT500 from the 2002 JGTC series that had been modified by “GS Motorsport” at the Nürburgring 24-hour race. The former Mobil 1 car, weighing around 1200 kg , was made more stable by installing engine parts from an NSX GT300, but it was also reduced in power to around 420 hp from around 3.4 l displacement. However, the preliminary tests had already shown that the car, which was originally built for relatively flat racetracks, had problems with undulating course. The connections between the engine, transmission and differential reacted in part with leaks to the heavy loads caused by uneven ground. During the race itself, the “used car” piloted by Armin Hahne, among others, therefore retired after a good 8 hours due to differential damage. Honda still booked the race as a respectable success, as the visually spectacular car, officially called the NSX 24h Special , had already achieved 10th overall among more than 200 starters by the last drive into the pits. In the following years the car was no longer used in the 24-hour race.

NSX-R GT and other races

An NSX NA2 modified for racing (before the 2002 facelift) at the Hockenheimring

In 2005 Honda launched a small series of five copies of a street-legal NSX-R GT, with which the homologation requirements of the new Super GT regulations should be met. Each of these hand-built copies, which were only sold in Japan, cost the equivalent of around 376,000 euros, but only differed from the NSX-R in terms of other bodywork and new attachments and not in terms of better performance data. Even so, the cars were sold before they were even completed. In the same year, the Arta- NSX from Team Honda Racing reached the Super GT runner-up behind a Toyota Supra. 2006, the team was Kunimitsu inserted Raybrig -NSX runner-up behind a Lexus SC 430 .

Between 1992 and 2005, the NSX & Honda Sportcars Club , based in Switzerland, organized a European Trophy racing series on racetracks in France, Belgium and Italy , in which initially only NSX models in three classes (standard, modified and prototypes) competed against each other . At times the former Seikel -GT2-NSX (from the 1993 ADAC GT Cup season) competed here . Most recently, other sporty Honda models were allowed to participate in their own classes in the Trophy . The private drivers and the partly professional teams came from Europe, the USA and Japan. 1997 was an NSX of the team Realtime Champion of the T1 class in the US series SCCA World Challenge .

The NSX in the media (selection)

Quotes

“The Honda NSX is one of the most underrated sports cars in my opinion. It gathers all the attributes that make a true athlete: He looks good, performs well on the road and inspires with a sound that is addicting. Technically, Honda has offered everything that is good and expensive. [...] The NSX deserves to be accepted by a wider range of customers. If his name were Ferrari, then people would lick their fingers for it. "

- Marco Werner : at times Honda works driver in the Super Touring Car Cup ( sport auto , issue 8/1997)

“The NSX has excellent facilities. Whoever wants to understand that Honda has not used the opportunity consistently to sensitively modernize the rest of the environment in the course of the sensible technical development of the engine, transmission and braking system. [...] So there is another polished sports car in front of us that confidently fulfills the status quo - but nothing more. The price is too high for that. "

- Horst v. Saurma-Jeltsch : test editor sport auto , 1997 on the introduction of the NA2 model version ( sport auto , issue 8/1997)

“Of course as you know, the engine has only six cylinders; However, the NSX's very rigid chassis is excellent and would easily be capable of handling more power. Although it's true I had thought it would have been better to put a larger engine, the moment I drove the "little" NSX, all the benchmark cars - Ferrari, Porsche, Lamborghini - I had been using as references in the development of my car vanished from my mind. Of course the car we would create, the McLaren F1, needed to be faster than the NSX, but the NSX's ride quality and handling would become our new design target. "

“Of course the engine - as you know - only has six cylinders; however, the very stiff chassis is excellent and could easily handle more power. While it's true that I thought it would have been better to put in a bigger engine. However, when I drove the "little" NSX, all of the benchmark cars - Ferrari, Porsche, Lamborghini - that I had used as references for developing my car disappeared from my mind. Of course, the car we wanted to build, the McLaren F1 , had to be faster than the NSX, but its driving quality and handling should be our new design goal. "

- Gordon Murray in Honda publication The Power of Dreams

Data model NA1

(From 1990, factory information)

model Honda NSX Honda NSX automatic
engine V-6 cylinder, 24 valves, variable valve timing,
light alloy engine block and cylinder head
Displacement 2977 cc
Bore × stroke 90 × 78 mm
power 201 kW (274 hp) at 7100 min -1 188 kW (256 hp) at 6800 min -1
Max. Torque 284 Nm at 5400 min -1
Top speed 270 km / h 260 km / h
Acceleration, 0-100 km / h 5.9 s 6.9 s
Gear type Five-speed manual transmission Four-stage automatic
Drive type Rear wheel drive
Fuel consumption, super unleaded
(according to brochure according to EG 80/1268 / EEC) 		City cycle: 13.8 l / 100 km
constant 90 km / h: 7.8 l / 100 km
constant 120 km / h: 9.3 l / 100 km		 (average): 12.3 l / 100 km
Last list price 152,000 DM (NSX-T)

Data model NA2

(From 1997, factory information)

model Honda NSX Honda NSX automatic
engine V-6 cylinder, 24 valves, variable valve timing,
light alloy engine block and cylinder head
Displacement 3179 cc 2977 cc
Bore × stroke 93 × 78 mm 90 × 78 mm
power 206 kW (280 hp) at 7300 min -1 188 kW (256 hp) at 6600 min -1
Max. Torque 298 Nm at 5300 min -1 284 Nm at 5400 min -1
Top speed 275 km / h 260 km / h
Acceleration, 0-100 km / h 5.7 s 7.5 s
Gear type 6-speed manual transmission 4-stage automatic
Drive type Rear wheel drive
Fuel consumption up to 2001, combined (according to RL 93/116 / EEC ) 12.0 l / 100 km
Fuel consumption from 2002, combined (according to ECE ) 12.4 l / 100 km 12.3 l / 100 km
CO 2 emissions 291 g / km 287 g / km
Last list price 95,000 euros (NSX-T)

literature

  • Mark Cole, François Hurel, Wolf Töns: GT international - the cars 1993–1998. Art Motor Verlag, Rösrath 1999, ISBN 3-929534-10-X .
  • Various authors, foreword by LJK Setright: The NSX. BBC Enterprises, London, ISBN 0-9517751-0-3 .
  • Author not stated: NSX: Technical Information and Development History. Acura USA, 1991 (not in bookstores, exclusively as a supplement for buyers), download .
  • Brian Long: Acura NSX - Honda's supercar. Veloce Publishing Ltd., Dorchester 2005, ISBN 1-904788-43-2 (English)
  • RM Clarke: Acura-Honda NSX 1989–1999 Performance Portfolio. Brooklands Books, Cobham (Surrey) 2000, ISBN 1-85520-428-2 (English)

Individual evidence

  1. ↑ New product presentation “Honda NS-X” in auto, motor und sport , issue 14/1989
  2. ↑ Kathy Jackson: Father of NSX and S2000 dotes on his sporty babies; Honda Motor vet says handling and fun were piorities. Interview with Shigeru Uehara, in: Automotive News, September 17, 2007 highbeam.com  ( page no longer available , search in web archives )@1@ 2Template: Dead Link / www.highbeam.com
  3. ↑ "1991 Acura NSX Introduction" ( Memento from December 12, 2010 in the Internet Archive ) (Acura press text on the NSX story on June 2, 1990, English)
  4. ↑ Picture and brief description of the Honda HP-X from Pininfarina (it.) ( Memento from March 16, 2008 in the Internet Archive )
  5. ↑ Pictures and description of the MG EX-E (English) ( Memento from September 27, 2007 in the Internet Archive )
  6. ↑ a b "Southcoast Today", October 2006  ( page no longer available , search in web archives )@1@ 2Template: Dead Link / www.southcoasttoday.com
  7. ↑ Internet car magazine article "Senna's Favorite"
  8. ↑ Origin of names of various Honda models (Japanese) ( Memento from October 11, 2004 in the Internet Archive )
  9. ^ Temple of VTEC, NSX history & chronology
  10. ↑ a b c Production and sales figures by sales year and markets (nsxprime.com on December 16, 2008, English)
  11. ↑ Weight reduction in a private racing NSX
  12. ^ "Oldtimer Grand-Prix" ( Auto Bild Test & Tuning on October 22, 2002)
  13. ↑ sport auto -Supertest Honda NSX, issue 8/1997
  14. ↑ Honda Worldwide: Details about the NSX-R 2002 ( Memento from January 16, 2007 in the Internet Archive )
  15. ↑ sport auto -Supertest NSX-R, edition 8/2002
  16. ↑ a b Honda Germany: The end of the NSX (July 25, 2005) ( Memento from January 17, 2007 in the Internet Archive )
  17. ↑ Spiegel-online about the end of the NSX (July 31, 2005)
  18. ^ Message from Honda Austria, see discussion page
  19. ↑ Honda press release ( Memento of April 13, 2011 in the Internet Archive ) (July 12, 2005, English)
  20. ^ "Auto Bild", Honda NSX (from 1991) - AUTO BILD TEST & TUNING 11/2004 - 10/20/2004 ( Memento from October 24, 2007 in the Internet Archive )
  21. ^ Rebirth of an Icon: Next Generation Acura NSX Unveiled
  22. ↑ Christian Brinkmann: Honda NSX 2015: That's exactly what we waited so long for. Speed ​​Heads, January 14, 2015, accessed January 14, 2015 .
  23. ↑ Honda.de on January 9, 2007 via the AASCC ( Memento from January 13, 2007 in the Internet Archive )
  24. ↑ autobild.de 2007 about the AASCC ( Memento from February 24, 2007 in the Internet Archive )
  25. ↑ Online edition of the car connection about the AASCC presentation
  26. ↑ "Trust us, it's the next Honda NSX" ( Memento from July 13, 2007 in the Internet Archive ) (Autocar.co.uk about Muletto -Fahrversuche, engl.)
  27. ^ "Acura NSX to Arrive in 2010" ( Memento from December 10, 2008 in the Internet Archive ) (Wardsauto.com on December 17, 2007, English)
  28. ↑ "Caught: Honda NSX" ( Memento from October 9, 2008 in the Internet Archive ) ( auto, motor und sport on June 17, 2008)
  29. ^ "Summary of 2008 Year-End CEO Speech" ( Memento from December 24, 2008 in the Internet Archive ) (Honda press release from December 17, 2008, English)
  30. ↑ "New Super GT Honda Confirmed" ( Memento from November 19, 2009 in the Internet Archive ) (7tune.com, message from November 15, 2009, English)
  31. ↑ Christian Brinkmann: Honda NSX prototype goes on the racetrack in Ohio. Speed ​​Heads, August 1, 2013, accessed December 18, 2014 .
  32. ↑ auto, motor und sport 2003 via the HSC ( Memento from September 27, 2007 in the Internet Archive )
  33. ↑ Christian Brinkmann: Honda NSX Concept-GT: No more show - start in real race. Speed ​​Heads, August 16, 2013, accessed December 18, 2014 .
  34. ^ Christian Brinkmann: Acura / Honda NSX Concept: The comeback of a legend. Speed ​​Heads, January 18, 2012, accessed December 18, 2014 .
  35. ↑ Peter Pawlik, "The Commercial Exploitation of Patents and Know-how", TU Wien 2001 (Powerpoint presentation; 659 kB)
  36. ^ The 10 most expensive vehicles to own (Forbes.com, December 2005)
  37. ↑ a b NSX auctions at Christie's 2002/2003 (Christie's press release, found at supercars.net on September 13, 2009, English)
  38. ^ "The Sultan Collects: Orient Excess" ( Memento from September 27, 2007 in the Internet Archive ) (sportauto-online.de on July 20, 2007)
  39. ^ "Individualist from the Far East" ( Auto Bild Test & Tuning , issue 11/2004 on October 20, 2004)
  40. ^ "Sayonara NSX - Honda stops production of the NSX sports car" ( Memento from January 17, 2007 in the Internet Archive ) (Honda Germany, press release from July 25, 2005)
  41. ↑ The snap ring failure in detail
  42. ↑ JD Power study on NSX model years 1991/1992 ( Memento from September 30, 2007 in the Internet Archive )
  43. ↑ Unique Cars Magazine (Australia) about the Honda NSX ( Memento from September 4, 2007 in the Internet Archive )
  44. ↑ "The NSX Approach" at autospeed.com 2004 (newly published on September 9, 2008)
  45. ↑ Modified NSX engine in the Comptech GTP sports prototype
  46. ↑ The history of the GT2-NSX from 1994 on supercars.net
  47. ↑ Rating 2004 on the Super GT website ( Memento from June 26, 2014 in the Internet Archive ) (English)
  48. ↑ "Honda wins Japanese GT Championship ahead of schedule" (gt-eins.at on October 24, 2007)
  49. ^ "Sayonara Honda NSX" (Speedweek.de on November 15, 2009)
  50. ↑ auto, motor und sport about the NSX-R GT ( Memento from September 27, 2007 in the Internet Archive )
  51. ↑ Website of the trophy organizer NSX & Honda Sportcars Club ( Memento from August 2, 2018 in the Internet Archive )
  52. ↑ a b quoted from sport auto , edition 8/1997
  53. ^ "A car dear to my heart - Gordon Murray on the NSX" (date unknown, accessed October 21, 2009, Japanese / English)

Web links

Commons : Honda NSX  - Collection of pictures, videos and audio files
This article was added to the list of excellent articles on February 7, 2007 in this version .