Development:
In 1984 Honda commissioned the Italian car designer Pininfarina to design the HP-X (Honda Pininfarina Xperimental),[1] which had a mid-mounted C20A 2.0 L V6 configuration.
After Honda decided to pursue the project its management informed its engineers that the new car would have to be as good as anything coming from Italy and Germany.[2] The HP-X concept car evolved into the NS-X (New Sportscar eXperimental) prototype. The NS-X prototype and eventual production car were designed by a team led by Chief Designer Nicholas Zander and Executive Chief Engineer Shigeru Uehara, who subsequently would be placed in charge of the S2000 project. The original performance target for the NS-X was the Ferrari 328, which was revised to the 348 as the design neared completion. Honda intended the NS-X to meet or exceed the performance of the Ferrari, while offering targeted reliability and a lower price point. For this reason, the 2.0L V6 of the HP-X was abandoned and replaced with a more powerful 3.0L VTEC V6 engine. The bodywork design had been specifically researched by Okuyuma and Uehara after studying the 360 degree visibility inside an F-16 fighter jet cockpit.[3] The NS-X was designed to showcase several Honda automotive technologies, many derived from its F1 motor-sports program.
The NS-X was the first production car to feature an all-aluminium monocoque body,[4] incorporating a revolutionary extruded aluminium alloy frame, and suspension. The use of aluminium in the body alone saved nearly 200 kg in weight over the steel equivalent while the aluminium suspension saved an additional 20 kg; a suspension compliance pivot helped maintain wheel alignment changes at a near zero value.[5] Other notable features included an independent, 4-channel anti-lock brake system; titanium connecting rods in the engine to permit reliable high-rpm operation; an electric power steering system;[6] Honda's proprietary VTEC variable valve timing system (a first in the US) and, in 1995, the first electronic throttle control fitted to a Honda.
Honda spent a great deal of time and money developing the NS-X. With a robust motorsports apparatus, Honda had significant development resources at its disposal and made extensive use of them. Respected Japanese Formula One driver Satoru Nakajima, for example, was involved with Honda in the NS-X's early on track development at Suzuka race circuit, where he performed many endurance distance duties related to chassis tuning. Brazilian Formula One World Champion Ayrton Senna, for whom Honda had powered all three of his world championship-winning Formula One race cars before his death in 1994, was considered Honda's main innovator in convincing the company to stiffen the NSX chassis further after testing the car at Honda's Suzuka GP circuit in Japan. American Bobby Rahal also participated in the car's development.[7] Senna was given two cars by Honda. The newer one, a black 1993 model, license plate BSS-8888 (the letters meaning Beco - a childhood nickname - Senna Silva and the number 8 is a reference to his first F1 championship in 1988) is still in possession of his family.
The production car made its first public appearances as the NS-X at the Chicago Auto Show in February 1989, and at the Tokyo Motor Show in October 1989 to positive reviews. Sports car enthusiasts focused their attention on its low height, body lines, and pronounced forward cockpit. Honda revised the vehicle's name from NS-X to NSX before final production and sale. The Honda NSX went on sale in Japan in 1990. The NSX was sold under Honda's flagship Acura luxury brand starting in 1991 in North America and Hong Kong.
Manufacture and Release:
Upon its release in 1990, the NSX design concept measured 1,170 mm (46 in) in height, (only 141.3 mm (5.56 in) taller than the legendary
Ford GT40), and showcased Honda's technology. The
Japanese car maker's race track innovations and competitive history were further exemplified on the road by the NSX's ultra-rigid, ultra-light all
aluminium monocoque chassis and front and rear
double wishbone suspension, with
forged control arms connected to forged alloy wheels. The car additionally boasted the world's first production car engine with titanium connecting rods, forged pistons, and ultra high-revving capabilities — the
redline was at a lofty 8,000 rpm - all traits usually associated with track and race engineered motor cars. The NSX exterior had a dedicated 23-step paint process, including an
aircraft type chromate coating designed for chemically protecting the aluminium bodywork and a waterborne paint for the base coat to achieve a clearer, more vivid top color and a smoother surface finish.
The car's strong chassis rigidity and cornering/handling capabilities were the results of
Ayrton Senna's direct input with NSX's chief engineers while testing the NSX prototype car at Honda's
Suzuka Circuit during its final development stages.
[7] The NSX was initially assembled at the purpose-built
Takanezawa R&D Plant in
Tochigi from 1989 to early 2004, when it was moved to
Suzuka Plant for the remainder of its production life. The cars were assembled by approximately 200 of Honda's highest-skilled and most experienced personnel, a team of hand-picked staff with a minimum of ten years assembly experience employed from various other Honda facilities to run the NSX operation.
[2] After studying their main competitors such as Ferrari, Lamborghini and Porsche, Honda engineers designed the NSXNSX in search of the "perfect balance" between usable power and reliability and thus produced a powerful
naturally aspirated VTEC engine suitable for the extreme demands of both road and track.
One of the first magazine articles to offer NSX test data showed the lightweight 3.0L 270 bhp (200 kW) NSX producing a best 0-60 mp/h time of 5.03 seconds and 13.47 seconds for the
quarter mile.
[8] Also on a
Ferrari 348 to NSX comparison, a 0-60 mph time of 5.2 seconds was recorded for the 1991 NSX.
[9]
Wheels magazine Australia awarded the Honda NSX the
1991 Car of the Year award, and the Acura-badged car was
Automobile Magazine's Automobile of the Year that same year.
Today the NSX is still considered by owners of the marque as one of the most reliable exotic cars ever manufactured, with many examples exceeding 100,000 miles (160,000 km) without serious notable reliability issues or having suffered manufacturer recalls. Despite the original NSX ceasing production in 2005, the marque still has a strong base of fans and supporters worldwide with owners clubs flourishing in Asia, the USA and across Europe.
[citation needed] International motoring authors like Andrew Frankel (AutoCar & Motor)
Russell Bulgin (Car) Mark Hales (Fast Lane) Gianni Marin (Gente Motore) and Bernd Ostmann (AutoMotor Und Sport) have not only lent their name to the NSX in print but publicly praised the technology and innovation of Honda's NSX and in the BBC book
NSX - Hondas Super Sports Car (
ISBN 0 9517751 0 3) describe the vehicle as worthy of the title supercar.
Post-1997 3.2 L North American Acura examples are known to achieve a 13.3 second quarter-mile time
[10] (1997-2005 model year NSX-T; the 149 lb (68 kg) lighter Zanardi Edition NSX is closer to 13.2 seconds
[11]), while the Japanese NSX-R (2002+) is known to perform a 12.8 second quarter-mile time as measured by Japan's "Best Motoring" TV show.
[12] This ability is a result of the high redline, flat torque curve, short gear ratios, light weight and mid-engine layout, along with the slight power increase.
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