Honda NSX (NA2) car range and history
|Vehicle technical details|
|Also called||Acura NSX|
|Assembly plants:||Tochigi, Japan|
|Top speed:||275 km / h|
|Acceleration:||0-100 kmh 5.9 s|
|Body and chassis|
|Body styles:||coupé, targa top|
|Engine and Powertrain|
|Engine power:||256-280 hp|
|Transmission:||6-speed manual 4-speed auto|
|Weights and Dimensions|
The NSX NA2 was offered between 1997 and 2005 in different versions two-seater a mid-engine sports cars from Honda and in North America and Hong Kong , it was sold under the brand name Acura .
The second series NA2 from 1997 (model code NA2 ) was also transversely mounted 3.2-liter DOHC V6 engine (engine code C32B) with officially 206 kW (280 hp, US specification 290 hp ) and 298 Nm (US specification 304 Nm) and a 6-speed manual transmission. Further differences to the predecessor model included a more efficient intake and exhaust system as well as a single-disc clutch with a dual-mass flywheel.
The 3-liter engine was still used after 1996 in the already available from the beginning four-speed automatic version (from 1995 as a partially manually switchable F-matic ); the official power specification remained here for the entire duration of the NSX at 188 kW (256 hp) and the maximum torque was 284 Nm. This version was also adapted to the needs of the US market and found here by far the most buyers; Depending on model year, between 5 and 15 percent of the total sold in the US NSX models, while in Europe, only a few copies came on the market.
In Japan there were from 1997 the NA2 variants Type S and Type S zero .
Honda reported 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 market-specific engine electronics and exhaust system also other values were published. However, the official performance figures were rather too low, since from 1989 to 2004 in Japan, a voluntary internal market self-limitation to a maximum of 280 hp existed and many models (even from other brands) de facto this value in some cases significantly. The first Japanese car officially with more than 206 kW (221 kW / 300 hp) was the 3.5-liter Honda Legend in October 2004, Even with the 3.2-liter NSX engine, specimens with approximately 220 kW had already been measured on the test bench.
All model versions had a 70 liter fuel 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 model year 2002) on 100 km.
In 2002, a facelifted NSX series was introduced; without pop-up headlights , instead, with fixed xenon lamps whose aerodynamic effect for high and low beam, modified rear lights and revised front and rear aprons, the drag coefficient lowered from 0.32 to 0.30 and increased the top speed to 280 km / h. The model code remained after the facelift NA2 . The derived facilitated to 1244 kg and with sports tires equipped NSX-R version was again only as right hand drive available for the Japanese market.
After a few limited-edition special models, such as the " Zanardi Edition", which was only available in the US in 1999 , 50 of which were built, or the Last Edition, which was issued in 12 copies in 2005 in the UK , production started in September Discontinued in 2005.
The main reason for setting Honda called the now more stringent emission regulations, especially in the US, which would have required extensive and therefore costly modifications of the now more than 15 years old engine and exhaust basic concept. By then 271 NSX were sold in Germany , in Switzerland there were around 260 in Austria 49 , around 18,000 pieces were delivered worldwide.
Around 200 technicians had produced, largely by hand, up to 25 NSX per day in a purpose built manufacturing plant in Utsunomiya ( Tochigi Prefecture ), where from 1999, the Honda S2000 and the Honda Insight were built. In 2004, the production of the three model series was relocated to Suzuka .
With extensive standard equipment and numerous technical features, such as an "electronic accelerator", a variable limited slip differential, titanium connecting rods, platinum spark plugs, cruise control, automatic climate control, two regulated three-way catalytic converters , SRS safety system (with two airbags , belt tensioners and emergency power supply) and Bose hi-fi system with Alpine CD changer and engine antenna . The maintenance was more favorable than with a Ferrari 348 or F355, The insurance premiums were, however, similarly high; especially because of the expensive accident repairs, which required special welding machines and welding skills when working on the aluminum body.
Racing versions of the NSX and the NSX-R have been and are used worldwide in various racing series and individual races; including in the Japanese JGTC / Super GT series, where in 2000 and 2007, the GT500 overall victory and 2004 won the championship in the GT300 class. In Germany, for example, NSXs were used for the endurance cup at the Nürburgring and the local 24-hour race .
From 1997, took over the Honda subsidiary Mugen , which was renamed in 2004 in M-TEC , partly in cooperation with Dome, the development of the racing NSX and sat from 1998 to 3.5 liter capacity expanded version of the new 3.2-liter Series engine, which made over 600 hp. Thus, an NSX reached in 2000, the GT500 driver championship, but without winning a single race. In 2002, Mugen / Dome succeededwith the two used NSX winning the championship team ranking. After changes in the regulations for 2003, another engine variant based on the not-used in the series 3.0-liter engine was developed. The engine was built in contrast to the series longitudinal instead of transverse and supplemented by two turbochargers. Mugen had opted for this solution because the naturally aspirated engines used until 2002 had lost too much power due to the lack of oxygen at the sometimes higher Japanese circuits . The more successful competing Toyota Supra and Nissan Skyline GTR , on the other hand, were equipped with turbocharged engines right from the beginning and did not have this problem.
Mostly close to production were the NSX used in the class GT300 mainly by private teams. Here are the modification options severely limited and the engine power limited to 300 hp. Championship successes do not reach the NSX in this class for a long time. Only when the newly founded company M-TEC relocated the previous Mugen activities from the GT500 to the GT300 class in the 2004 season and used a professionally prepared and driven NSX did the first GT300 championship be celebrated. This success came rather unexpectedly since Mugenthe mission had been planned mainly as a training program for young Japanese riders to prepare for future GT500 missions. This should in the medium term, the conspicuous frequent use of faster compared European NSX drivers in the "big" class, such as André Lotterer , Sébastien Philippe or Ralph Firman be pushed back.
In 2005, Honda launched a mini-series of five examples of a street-legal NSX-R GT designed to meet the homologation requirements of the new Super GT regulations. Each of these hand-built and sold only in Japan copies cost the equivalent of about 376,000 euros, but differed only by other bodywork and new attachments of the NSX-R and not by better performance data. Nevertheless, the cars were sold before completion. In the same year, the Arta -NSX of Team Honda Racing reachedthe Super GT runner-up behind a Toyota Supra. In 2006, one of the Team Kunimitsu used Raybrig -NSX runner-up behind a Lexus SC 430,
- In Fast & Furious Five: Black NSX Type-R at the beginning of the movie