Honda more-or-less replaced the fixed-roof NSX coupe with the introduction of a targa-roofed variant known as the NSX-T in , leaving coupes relegated to the "special order" forms. Aside from the new roof, the NSX-T incorporated a new limited-slip differential for manual transmission models, and a raft of suspension improvements across the board.
The first major update arrived in ; the 3. The final update to the first-generation NSX arrived in , bringing primarily aesthetic and suspension changes rather than a full mechanical overhaul.
The coupe was completely discontinued in the U. Visually, the refresh brought the NSX closer to its updated competitors—especially with fixed headlights as opposed to pop-ups—but the NSX's sales failed to impress, and the sports car left the U. That is, until the second-generation NSX arrived in After a cat-and-mouse game of teasers, concepts, updates, announcements, and promises, an all-new NSX landed at the Detroit auto show. Contrasting the original NSX's focus on low weight and a pure driving experience, the second-gen NSX sports a hybridized powertrain made up of a twin-turbo 3.
It wasn't the Porsche Cayman-esque sports car Honda enthusiasts hoped for, but the new supercar achieved almost identical goals to what the original NSX set out to do. As before, the NSX matched—and sometimes exceeded—the performance of similar exotica, with a mighty combined horsepower and lb-ft of torque on tap from the hybrid drivetrain.
The 0-to mph dash happened in under 3. All this, while being as quiet, placid, reliable, and eco-friendly as an Accord Coupe.
Unfortunately, the new NSX appears to replicate the original's sales success as well. Not many NSX's have been sold despite excellent pricing, but Acura has hinted at variants coming in the future that might spark additional interest. Honda engineers succeeded on getting a firm suspension for best handling, while still having a comfortable ride. To achieve the highest quality end product, Honda built a new factory solely for NSX production. The new plant soon became one of the most prominent aluminum manufacturing facilities in the world.
To power their new sports car, Honda designed a completely new engine. The 3. The crankshaft is made of forged steel. Further weight-reduction was done by using specially patented titanium alloy connecting rods. The complex timing system was basically two cam profiles in one; giving power both at low-speed and at high-end revving.
Transmission was either the standard five-speed manual or an optional four-speed automatic. First displayed to the public at the Tokyo motor show, the NSX was available to the public in in the U. Minor model change addition of passenger-side SRS airbags, other enhanced equipment "Refresh Plan" introduced as premium service for maturing vehicles Feb. Minor model change 3.
Minor model change reduced exhaust emissions, enhanced equipment Dec. Of the two, steel sheet was less favored, since it would make the target running performance of a midrange, F-1 class car more difficult to achieve. Moreover, to counter the added weight a larger, heavier engine would have to be used, thus pushing the car right out of the midrange category.
Of course, the team was planning to furnish the car with cutting-edge accessories and devices such as power windows, full-automatic air conditioning, traction control and antilock brakes systems ABS. To accomplish this, however, the weight of the vehicle would have to be minimized. No other automaker had yet to build a car primarily of aluminum, however, even though the material was pollution-free and in abundant supply.
It is said that among the mineral resources the amount of estimated aluminum reserves is three times that of iron. Moreover, aluminum has one-third the specific gravity of iron, is resistant to corrosion, and is much easier to recycle. Despite such powerful advantages, the material has several drawbacks, particularly a high cost and proportionately higher technical requirements in molding and welding.
During one such trip, aboard the Shinkansen, they realized that the bullet train was itself made of aluminum. Aluminum has proved very adaptable to the Shinkansen, in fact. Because aluminum is prone to buckling during stamping work and is difficult to weld, its use in mass-production cars was limited to a relatively small assortment of parts. However, the staff offered their earnest explanation to the skeptics, saying they needed an aluminum body to build their new sportscar.
It was the kind of honest enthusiasm that eventually led the suppliers to wonder, "why not? Various types of aluminum were considered, but the suppliers selected the and series. The former was already being used in the automotive industry, while the latter had relatively high strength despite its lower formability. Still, various enhancements would have to be performed.
The supply company personnel in charge of development spent many days anguishing over the situation, working feverishly to meet a series of conditions stipulated by Honda in order to ensure productivity in stamping, forming, welding, coating and other processes. In fact, the hours were so long and arduous that toward the end of development they would often spend the night right in their factory. Problems inevitably arose, and with them came headaches and delays. Therefore, a new forming process was devised whereby the aluminum was heated to degrees, poured into dies, and extruded from the dies while it was being drawn.
But this system created a super-strong, highly rigid honeycomb frame, and this technique ultimately became the assurance that their all-aluminum body would satisfy the rigors of high performance on the open road. A selection of five aluminum alloys was eventually incorporated into the vehicle.
This thorough attention to detail—along with numerous other efforts—soon led to a body-weight reduction of kg and nearly kg for the entire car, as compared to a steel-bodied equivalent.
It was quite an achievement in the eyes of the material suppliers, too, who were amazed to see just how much of a car could be made with aluminum. Concurrent with the material development of mid, the development team collaborated with the Suzuka factory in building an aluminum-bodied prototype CR-X.
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