When Honda introduced its NSX mid-engined 3.0 liter supercar, Ferrari and others in the supercar business sat up and took notice. Here was the world's first all-aluminum sports car, which was lighter than the specialists could build. Not only that, but it was refined, and had safety and handling to compete with the best.
Even today, it is still an outstanding car, even if it lacks the 500 bhp of many supercars. With just 280 bhp it reaches 60 mph in 5.6 seconds and has a maximum speed of 170 mph. Sure, that doesn't compete with the 600 bhp 200 mph exotica, but it can provide a great deal of enjoyment.
All-aluminum body
The NSX resulted from years of development into aluminum, and at that time Honda engineers expected that they would be using quite a lot of aluminum by now in their other cars. Their research provided solutions to many problems with aluminum, including how to weld it and galvanic corrosion when steel components are in contact with aluminum.
The body is constructed mainly of special sheet aluminum, which
hardens during the process used to bake the paint. The sheet is
therefore easy to press, but very resistant to denting after the
paint process. A few years ago, Honda adopted an even harder aluminum
for the external panels - not only the body structure but also
the exterior panels are aluminum. The sills are produced from
double-box section extrusions.
Conservative styling
For the styling, Honda adopted a conservative attitude, going
for the classic low sloping nose - initially with pop-up headlamps
- and a short coachroof with wrap around rear window. The sides
are simple, without the air intakes found on modern supercars.
a few years ago, the front end was revised with more conventional
headlamps blended into the front fenders.
The bluff rear end with the fixed spoiler and odd shaped rear
lamps was the weakest point, and didn't really work; still doesn't.
V-6 with FRM liners and titanium connecting rods
Under the hood, Honda mounted the V-6 engine transversely with
the gearbox at one side - the normal layout for Honda front-drive
cars, but behind the driver, of course. At the time quite an innovation.
The result was a very compact engine bay.
IInitially a 3.0 liter engine was used, but a 3.2 liter 280 bhp
unit is now used in conjunction with the six-speed manual gearbox;
the 3.0 liter engine remains in use with the automatic. The 3.2
liter engine is unusual in that it has fiber reinforced metal
(FRM) cylinder liners, which are extremely hard wearing and also
lighter than cast iron. The NSX was also the first production
car to feature titanium connecting rods. These are about half
the weight of steel, and very durable – ideal for high revs.
VETC valve gear
High revs are definitely part of the scene in the NSX because it has featured its own version of VTEC variable valve timing from the start. The low-lift cams are used up to 5,800 rpm, and at higher speeds the high-lift cams come into use. The result is 280 bhp at 7,300 rpm and 224 lb ft (304 Nm) at 5,300 rpm. If Honda introduced this engine today it would produce 320-340 bhp.
To keep things under control, the NSX is fitted with ABS, traction
control and a torque sensitive limiting differential - on the
manual version. The automatic has a speed-sensing limited slip
differential.
Aluminum wishbone suspension
-
As part of the low-weight philosophy, the arms of the double wishbone suspension are aluminum. The suspension is unusual in that the arms are mounted on small sub-frames designed to absorb shocks and give a comfortable ride without altering the toe-in of the wheels. Most compliant systems of this type can’t achieve this.
- And electric power steering
Honda was also the first company to use electric power assisted
steering - on the NSX - about ten years ago. Now, it is speed
sensitive, with less assistance at high than low speeds.
The result of all this work was that the NSX astonished the experts
with its fine handling, and forgiving sideways stance. Part of
this security comes from the proportions of the front to rear
tires; 215/45ZR16s at the front, and 245/40ZR 17s at the rear.
These are really small diameters for the wheels and tires compared
with more modern designs, but they are lighter than bigger ones,
and the handling isn't compromised.
What's the drawback?
So if the NSX is so good why isn't it the supercar? To start with,
the styling didn't quite have the excitement it needed, and still
doesn't. Then, people didn't associate Honda with supercars, and
still don't. Also, of course, it could have done with an extra
40-6- bhp.
Also, the supercar makers have gone onto a power race which Honda
decided not to follow. Honda felt that 175 mph or so was enough,
but the specialists were heading for 200 mph, and 4 seconds to
60 mph. So, compared with many competitors, the car appears less
exciting. But it is still very good. Used ones can be very good
value, too.
