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Senna seen with his NSX. Ayrton helped with the testing of the car making recommendations for improvements.","LinkURL":null,"PaddingLeft":"px","PaddingTop":"px","PaddingRight":"px","PaddingBottom":"px","BottomMargin":0,"PhoneVisible":true,"TabletVisible":true,"DesktopVisible":true}}]},{"Width":9,"WidthClasses":"col-md-9","Elements":[{"Type":"HTML","Content":"\u003cp\u003e\u003cstrong\u003eHow the Honda NSX was conceived and it\u0027s many achievements and awards over its 15 year production run.\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cbr\u003e The Honda NSX was one of the great surprises of the motoring industry. Japan had already produced some magnificent cars like the Nissan GT-R and the Toyota 2000GT, but nobody expected a supercar that could play with the likes of Ferrari, Lamborghini and Porsche to come out of the land of the rising sun.\u003cbr\u003e \u003cbr\u003eHonda’s NSX started out as an experiment, but turned into something much more and even inspired other legendary cars like the McLaren F1. The combination of a timeless, elegant design by legendary design studio Pininfarina, Honda’s own advanced engine technology development team and the helping hand of Formula One legend Aryton Senna, meant the NSX was bound to be a success. It was a car that redefined what the world thought of the Japanese motor industry and forced the Europeans to up their game.\u003c/p\u003e\r\n\u003cp\u003eThe NSX is a very rare Supercar in the UK with under 500 NA1 and NA2 sold between 1990 and 2005. UK numbers of the Hybrid Supercar NSX NC1 are not known.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eClick on the headings below to learn all you need to know about the Honda NSX.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eThank you goes to NSXCE for permission to use this history material.\u003cstrong\u003e\u003c/strong\u003e\u003cstrong\u003e\u003cbr\u003e\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eDevelopment Concepts\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eThe Honda NSX can trace its roots back to 1984 when Honda decided to create a concept that could embody a future sports car. Honda enlisted the help of Pininfarina to create the HP-X (Honda Pininfarina eXperimental) concept. This original design featured a 2.0-litre V6 engine. Pininfarina was made famous for some of their designs, including the likes of the Alfa Romeo Spider, Ferrari Testarossa and even the mighty Ferrari F40.\u003c/p\u003e\r\n\u003cp\u003eHonda’s intention was to create a car that could meet or exceed the performance of the Ferrari 328 and later the Ferrari 348. Not only would the car have significant performance, it was also designed to be fun, simple and even practical, a far cry from the majority of the supercars at the time.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eThe concept evolved in the NS-X, which stood for “New”, “Sportscar” “eXperimental”, and Honda once again called on Pininfarina to assist with the design. Honda decided to use the 2.7-litre single overhead camshaft V6 engine from the Honda Legend for the NS-X; however, after testing it was decided that they would develop an entirely new unit, the 270hp 3.0-L V6 engine that is found in the NA1 NSX. The NSX was designed by a team led by Chief Designer, Masahito Nakano, and Executive Chief Engineer, Shigeru Uehara. Its cockpit was inspired by the F-16 fighter jet and was located far forward on the body to increase visibility. The long tail design of the NSX enhanced high speed directional stability.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eHonda’s own motorsport division was heavily involved in the NS-X project, along with Formula One driver Aryton Senna. Senna convinced Honda to stiffen the NS-X’s chassis after initial testing at the Suzuka circuit in Japan. Senna also tested the car at numerous other circuits including the famed Nurburgring and helped refine the suspension and handling of the NS-X.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eHonda NSX NA1 (first generation)\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eIn 1989, Honda unveiled the first generation of the NSX (renamed from NS-X) at the Chicago auto show, and at the Tokyo Motor Show a couple of months later. It went on sale in Japan in 1990 and from November 1990 in Hong Kong and North America under Honda’s luxury brand, Acura.\u003c/p\u003e\r\n\u003cp\u003eThe Honda NSX was the first production car to feature an all-aluminium body, incorporating a revolutionary extruded aluminium alloy frame and suspension components. The benefit of this was that Honda saved nearly 200kg of weight when compared to an equivalent body made of steel, with the aluminium suspension arms saving 20kg alone. Other features included an independent, 4-channel anti-lock brake system, an electric power steering system, titanium connecting rods in the engine for high-rpm operation up to 8,300rpm, Honda’s VTEC system and the first electronic throttle control to be fitted to a Honda would be installed in 1995.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eHonda made extensive use of its motorsports division and the developments they had made there for the NSX. The car’s chassis rigidity and handling capabilities were the results of Japanese Formula One driver Satoru Nakajima and Aryton Senna’s collaboration with the NSX team. The suspension development was far-ranging and took place at the Tochigi Proving Grounds, the Suzuka circuit, the Nurburgring in Germany, HPCC, and Honda’s newest test track in Takasu, Hokkaido.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eInitially, the NSX was assembled at Honda’s purpose-built Takanezawa R\u0026D Plant in Tochigi from 1989 until early 2004, when it was moved to the Suzuka Plant for the remainder of its production life. Approximately 200 of Honda’s best and brightest employees were tasked with building the NSX production cars and they needed a minimum of ten years of experience to work there.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eIn 1989, Honda unveiled the first generation of the NSX (renamed from NS-X) at the Chicago auto show, and at the Tokyo Motor Show a couple of months later. It went on sale in Japan in 1990 and from November 1990 in Hong Kong and North America under Honda’s luxury brand, Acura.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eThe Honda NSX was the first production car to feature an all-aluminium body, incorporating a revolutionary extruded aluminium alloy frame and suspension components. The benefit of this was that Honda saved nearly 200kg of weight when compared to an equivalent body made of steel, with the aluminium suspension arms saving 20kg alone. Other features included an independent, 4-channel anti-lock brake system, an electric power steering system, titanium connecting rods in the engine for high-rpm operation up to 8,300rpm, Honda’s VTEC system and the first electronic throttle control to be fitted to a Honda would be installed in 1995.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eHonda made extensive use of its motorsports division and the developments they had made there for the NSX. The car’s chassis rigidity and handling capabilities were the results of Japanese Formula One driver Satoru Nakajima and Aryton Senna’s collaboration with the NSX team. The suspension development was far-ranging and took place at the Tochigi Proving Grounds, the Suzuka circuit, the Nurburgring in Germany, HPCC, and Honda’s newest test track in Takasu, Hokkaido.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eInitially, the NSX was assembled at Honda’s purpose-built Takanezawa R\u0026D Plant in Tochigi from 1989 until early 2004, when it was moved to the Suzuka Plant for the remainder of its production life. Approximately 200 of Honda’s best and brightest employees were tasked with building the NSX production cars and they needed a minimum of ten years of experience to work there.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eHonda NSX-R NA1 (1992 to 1995)\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eHonda’s quest to make the ultimate supercar didn’t stop at the standard NSX. While the NSX had always intended to be up there with the best, Honda’s engineers had to make a number of compromises in order to strike a balance between performance and daily drivability. The NSX team decided to go one step further, the NSX-R. This was designed to be a no compromise, performance orientated version of the NSX and featured a lighter body and tuned engine.\u003c/p\u003e\r\n\u003cp\u003eThe NSX was put on a diet with any unnecessary weight removed. Sound deadening, the audio system, spare tire, air conditioning system and traction control along with some of the electrical equipment was removed. The power leather seats were replaced with lightweight carbon-kevlar racing seats made by Recaro for Honda. Honda replaced the stock alloy wheels with lighter forged aluminium wheels produced by Enkei and even the leather shift knob was replaced with a titanium one. Overall, the NSX-R was 120kg lighter than the standard NSX, giving it a weight of 1,240kg.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eDue to the NSX’s mid-engine layout and rear-end link travel, it was prone to sudden oversteer in certain situations. While this was rare during street driving, it was much more common on race tracks where speeds were greater. Honda fixed this problem and improved the NSX-R’s cornering stability at the limit by adding one aluminium bracket under the front battery tray and one aluminium bracket in front of the front radiator to add more chassis rigidity. They then replaced the entire suspension setup with stiffer suspension bushings, a stiffer front sway bar, stiffer dampers and stiffer coil springs.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eHonda improved the acceleration of the NSX-R at the expense of top speed by moving the car’s shift points closer together. They also installed a higher (percentage) locking limited-slip differential and the 3.0 liter DOHC VTEC V-6 engine had a blueprinted and balanced crankshaft assembly. This is the same high precision process done for Honda’s racing engines.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eAll up Honda produced 483 NSX-R NA1 variants exclusively for the Japanese domestic market with production ending in September 1995. Optional extras included air conditioning, a Bose stereo system, a Carbon fiber trim center console with Carbon fiber door trim and from 1994 Championship White painted larger wheels (16? front wheels and 17? rear wheels).\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eNA 1 Type Rs were JDM only.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eHonda NSX-T\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eStarting from 1995, the NSX-T was offered with a removable Targo style roof and was offered in Japan as a special order option as well as in North America. Interestingly, the NSX-T replaced the standard NSX entirely in North America and was the only version available post 1994, apart from a number of special editions. These included the Zanardi Special Edition NSX in 1999 and a handful of special order post-1997/pre-2002 3.2-litre coupes. Europeans were still offered both body styles.\u003c/p\u003e\r\n\u003cp\u003eAs the removable roof resulted in deceased chassis rigidity, Honda had to add about 45kg of structural reinforcements to compensate, including significantly thicker frame sidesill rocker panels, bulkheads, roof pillars and the addition of new front/rear bulkhead and floor-pan cross members.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003e1997 Upgrades\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eIn 1997, Honda introduced a big leap in performance for the NSX. Engine displacement increased from 3.0 L to 3.2 L, using a thinner fibre-reinforced metal cylinder liner. Changes were made to the exhaust manifold, with Honda now making the header pipes from stainless steel rather than cast-iron for improved performance and weight reduction. The increased flow from this new configuration was a key contributor to the 20 additional horsepower drawn from the new engine. Power was now at 290hp and 305Nm up from 270hp and 285Nm. Another big change was the inclusion of a 6-speed manual transmission. The power increase meant that the NSX could go from 0-100km/h in 4.5 to 4.8 seconds depending on the model.\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eNSX-S and NSX-S Zero\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eAlong with the performance increase in 1997 Honda also released the Japan exclusive NSX Type S and NSX Type S-Zero, weighing in at 1,320kg and 1,270kg respectively. The two cars both came with a Titanium Shift Knob, MOMO steering wheel, Recaro full bucket carbon-kevlar alcantara/leather seats, BBS lightweight aluminium wheels, a mesh engine cover (like the Type R) and a coloured roof. They also had stiffer suspension than the standard NSX.\u003c/p\u003e\r\n\u003cp\u003eCompared to the Type S, the Z-Zero is more circuit-oriented and uses the NA1 Type R’s stiffer suspension, but retains the Type S’s larger rear sway bar. The S-Zero was also lacking cruise control, stereo, power door locks, airbags, air conditioning, traction control, power steering, fog lights or a navigation system. To reduce weight, Honda came up with a new lead-acid battery and halved the thickness of the partition glass between engine bay and cabin. Most of the sound deadening was also removed for the S-Zero and the manual shifter boot material was changed from leather to mesh. All this made for a 50kg lighter car than the Type S.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eBoth Type S and Type S Zero were JDM only.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e1\u003cstrong\u003e999\u0026nbsp;\u003c/strong\u003e\u003cstrong\u003eNSX “Alex Zanardi” edition\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eThe Alex Zanardi edition was introduced in 1999 to the USDM only to commemorate Alex Zanardi’s two back-to-back CART Champ Car championship wins for Honda / Acura in 1997 and 1998, and was produced exclusively for the United States. Only 50 were built and were available only in New Formula Red to reflect the color of the Champ Car Zanardi drove for Chip Ganassi Racing.\u003c/p\u003e\r\n\u003cp\u003eOverall, the Zanardi was similar to the Type S, with differences including a left-hand drive setup, black leather and suede seats with red stitching, airbag-equipped Acura steering wheel, and a brushed-aluminium plaque with an engraved Acura logo.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003e2002 Facelift (NA2)\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eBy the early 2000’s, the NSX was starting to show its age. The design and styling of the car hadn’t changed in 10 years so Honda decided it was time to give their flagship car a bit of love. In December 2001 Honda replaced the original pop-up headlights with fixed xenon HID headlamp units and the body design received minor modifications. The rear tyre width was increased slightly to complement a revised suspension setup. Front spring rates were increased from 3.2 kg/m to 3.5 kg/m, rear spring rates were increased from 3.8 kg/m to 4.0 kg/m and the diameter of the rear stabilizer bar increased from 17.5 mm to 19.1 mm with a 2.3 mm wall thickness.\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eHonda NSX-R NA2\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eA second generation of the NSX-R was launched in 2002 that was based on the facelifted, NA2 NSX. This was again available exclusively for the Japanese market and Honda’s primary focus was to make a lightweight, no compromise racer for the road. The chassis was based on the hard-top NSX and carbon-fibre was used extensively throughout the body to reduce weight, including the spoiler, hood and deck lid. Honda repeated the same weight saving techniques that were used in the original NSX-R, which included removal of the air conditioning, audio system and sound deadening. The power-steering was also removed and Recaro carbon-kevlar racing seats were installed. Lighter wheels were also fitted which resulted in a total weight reduction of almost 100 kg to 1,270 kg.\u003c/p\u003e\r\n\u003cp\u003eNot only did the body undergo changes for the NSX-R, Honda’s engineers also turned their attention to the 3.2-litre DOHC V6 engine. Again, each engine was hand assembled by a skilled technician using techniques normally reserved for racing programs, like the original NSX-R. All the components of the rotating assembly of the engine were precision machined to a very small tolerance and the entire rotating assembly itself was balanced to a level of accuracy ten times that of a typical NSX engine. This resulted in a more free-revving engine with better throttle response. Despite this changes Honda still maintained that the NSX-R engine produced the same power as the standard NA2 NSX (290hp); however, many motoring journalists believed that the NSX-R produced more.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eAlthough the NSX-R was based on a 15-year-old design, the changes made meant that it could still challenge the latest sports cars available at the time. For example, Japanese race and test driver Motoharu Kurosawa drove a 2002 NSX-R around the Nurburgring road course in 7:56, a time equal to a Ferrari F360 Challenge Stradale. The NSX-R managed to do this despite being out-powered by the Ferrari by over 100hp.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eNA 2 Type Rs were JDM only.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eHonda NSX-R GT\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eFollowing the release of the NSX-R, Honda decided to make an even more extreme version of the NSX for Japanese Super GT production-based race car homologation requirements. The NSX-R GT was limited to five units and the differences between it and the NSX-R are not fully known. One clear differences was the addition of a non-functional snorkel attached to the roof of the car. In the JGTC NSX race cars however, this snorkel is fully functional, feeding outside air to an individual throttle body intake plenum. Other changes included lowered suspension, a wider body, a more aggressive aerodynamic package and further weight saving over the standard NSX-R. Honda never described the changes it made to the NSX-R GT’s 3.2-litre DOHC V6.\u003c/p\u003e\r\n\u003cp\u003eNSX-R GT were JDM only.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eNA Production Ends 2005\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eAs all great things must come to an end, the series 1 NSX’s production ceased in 2005 due to poor sales. Although production ended, the NSX lived on through the likes of the Mugen RR concept and the Super GT NSX. Honda unveiled the second generation NSX at the 2015 Detroit Auto Show.\u003c/p\u003e\r\n\u003cp\u003eFor the UK market Honda produced a special run to mark the end of production of the NA series, known as the last 12 in fact it is believed 13 were see the next section for details of these cars.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eNC1 Series Car launched 2017.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eNSX NC1 Launched 2016 UK\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eNext Generation Concept\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eThe overarching concept for the design and development of this next-generation NSX was the idea of a “human-centered supercar,” one that places the driver at the center of its mission in each and every element of its design and dynamic performance. Respecting the foundational concepts of the original NSX—accessible supercar performance, everyday drivability, and openness to new technology—this next-generation NSX pursues an altogether new and revolutionary concept of Acura supercar performance – melding timeless NSX values with advanced technologies to create a New Sports eXperience. Advanced Fundamentals (Timeless NSX Values)\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eFirst and foremost, the engineering team felt a tremendous responsibility to continue the fundamental innovation pursued by the original NSX team. Four foundational philosophies are fundamental to the timeless NSX values and essential to realize the new NSX concept and goals:\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eTotal Airflow Management – a wholistic approach to thermal management and aerodynamic performance that supports and enhances dynamic response and high-speed stability without the need for active aero devices\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eHuman Support Cockpit – a cabin that supports the driver and amplifies the driving experience with no sacrifice to comfort or everyday usability\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eMulti-Material Body – light and ultra-rigid body, applying material, construction and joining methodology optimized to the mission of each body component\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eAdvanced Sports Package – optimizing the design and packaging in all the above aspects—the human package, the body, and finally the key components of the power unit to lower and center the mass of the vehicle.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eAdvanced Technologies\u003c/strong\u003e\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eWith these fundamentals in place, NSX engineers could effectively develop technical solutions needed to deliver the New Sports driving experience they sought.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eTo fully realize this New Sports eXperience, Acura electrifies the advanced fundamentals by leveraging its longstanding Direct Yaw Control knowhow through its Sport Hybrid Super Handling All- Wheel-Drive (SH-AWD) system, the first of its kind in the supercar realm.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eThe NSX concept for “zero delay” is more than acceleration, actually involving every aspect of the driver interface … the capacity to directly respond to the driver’s demands in all three phases of driving: Go, Stop, Turn (acceleration, braking and cornering). The NSX’s advanced power unit supports this achievement. Zero delay acceleration and active AWD traction power the NSX out of corners. Energy recovery supports direct and linear braking. And power strategically applied to the wheels directly creates a yaw moment to help turn the car according to the driver’s will.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eMarrying new approaches to vehicle design fundamentals, including advanced body construction, component packaging and aerodynamic optimization, with an advanced and electrified new expression of Acura’s direct yaw control concept results in a supercar that faithfully translates the inputs of the driver with incredible fidelity and zero delay while minimizing the driver’s workload— qualities that define the New Sports eXperience.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eDesign, Development and Manufacturing\u003c/strong\u003e\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eDevelopment of the next-generation NSX involved a global team of engineers and designers, with development of the Sport Hybrid power unit centered in Tochigi, Japan. Development of the body, chassis, electrical, interior and other vehicle technologies including total system integration, was concentrated in Raymond, Ohio. Initial styling design for the NSX was conducted at the company’s Wako design studio in Japan, and was evolved for production by the Acura Design Studio in Los Angeles.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eThroughout its roughly four-year development, the fundamental “human-centered supercar” concept for the next-generation NSX remained clear and consistent. However, the technologies and means by which the R\u0026D team would realize their concept underwent a process of continual improvement and evolution, most notably in the area of engine design. Whereas the original direction called for a transverse-mounted, normally aspirated V6, the NSX development concept evolved to a new and more challenging approach: an all-new bespoke twin-turbocharged, longitudinally mounted V6. This radical re-imagination of the engine design had profound implications for every element of the NSX design—the package, cooling, aerodynamics, chassis and more.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eThe NSX has been tested and tuned on streets and race circuits around the world. Primary development was conducted at the Transportation Research Center adjacent to Honda R\u0026D Americas Ohio Center as well as the Honda Takasu proving ground in northern Japan before moving to tracks such as Virginia International Raceway and the famed Nürburgring, followed by global “genteki” events (“at-the-spot” verification) which took NSX on public roads throughout the U.S. and Europe and beyond.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eConstruction of the NSX will take place at the new Performance Manufacturing Center (PMC) in Marysville, Ohio. The PMC was designed to innovate both the means and the methods of producing low-volume specialty cars and to realize challenging new ideas for next-generation craftsmanship and quality established by the NSX manufacturing team.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eThe PMC employs approximately 100 associates, including 70 highly skilled manufacturing technicians engaged in body construction, painting, assembly and quality confirmation of the NSX. Among its many innovative processes is the use of robotic MIG welding for the construction of the NSX’s aluminum space frame.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eThe NSX’s bespoke twin-turbocharged V6 engine is assembled by master engine builders at the company’s engine plant in Anna, Ohio. The engine is broken in on a dyno so that it’s track-ready when it leaves the factory. Then it’s mated to a direct drive motor (part of the hybrid system) and precision balanced as an assembly. Its bespoke 9-speed dual clutch transmission is then attached to the engine and this portion of the total power unit is sent to the PMC. The Twin Motor Unit (TMU) and other hybrid system components are built in Japan and shipped to Ohio for final assembly, completing the overall power unit.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003ca href=\"\"\u003e\u003c/a\u003e\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eWe are looking for members contributions for the website for the NC1.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e2021 NC1base models end. NC1 NSX Type S launched as the final edition JDM and USDM only.\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eMotorsport\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eLe Mans\u003c/p\u003e\r\n\u003cp\u003eHonda’s NSX made three appearances at the 24 Hours of Le Mans, in 1994, 1995 and 1996. Three NSXs were entered in 1994 with car numbers 46, 47 and 48 being prepared and run by team Kremer Racing Honda, with Team Kunimitsu assisting and driving the number 47 car. All the cars were placed in the GT2 class and completed the event, placing 14th, 16th and 18th.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eFor the 1995 race, three NSXs were entered again. This time, Honda’s factory team brought two turbocharged NSXs which were entered in the GT1 class numbered 46 and 47. A naturally aspirated NSX was entered into the GT2 class and was run by Team Kunimitsu with the number 84. Car 46 finished but was not classified for failing to complete 70% of the distance of the race winner. Car 47 did not finish due to a clutch and gearbox failure. Car number 84, driven by Keiichi Tsuchiya, Akira Iida, and Kunimitsu Takahashi, finished first in the GT2 class and 8th overall after completing 275 laps. Interestingly, this NSX was featured in the original Gran Turismo game.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eTeam Kunimitsu returned with the NSX for the 1996 24 Hours of Le Mans with the same drivers. It completed 305 laps to finish in the 16th position overall, and third in the GT2 class.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eNSX-R Super GT\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eHonda made significant modifications to the NSX for Super GT. The engine was modified by Mugen (Japanese engine tuner and parts manufacturer) and the chassis was developed by Dome (Japanese-based racing car constructor).\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eFurther developments to the NSX’s body shape were made after each race and season, due to the demands of increasing aerodynamic downforce within the regulations. The most notable change is the position of the V6 engine, which is mounted longitudinally instead of transversely as per the roadcar. he gearbox is located in the centre tunnel under the cockpit and is connected to the rear differential by a driveshaft. The could be run either naturally aspirated or with a turbocharger depending on the class and rules.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eA modified version of the C32B V6 engine was used to power the GT/GT500 NSX prior to the beginning of the 2003 season. The naturally aspirated engine displaced 3.5-litres and produced nearly 500hp. The turbocharged C30A replaced the C32B at the start of 2003 and produced roughly the same horsepower. Honda continued to use the NSX as a works car up until it was replaced by the HSV-010.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e2008 NSX Mugen RR concept\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eHonda unveiled the NSX Mugen RR concept at the 2008 Tokyo Auto Salon. This included 255/35R18 and 335/30R18 tires, widened front, multi-grooved rear diffuser and an adjustable rear wing. The car was powered by a modified 3.2L V6, and has had its mounting changed from transverse to longitudinal. Mugen changed the mounting position as it allowed for greater power transfer to the rear wheels and better exhaust flow.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eHow many UKDM NA1 and NA2 Sales by Year\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003eOne of the appeals of ownership for many members is the rarity of the Honda NSX in the UK, these number exclude imports the numbers of which are unkown. It shows a total of under 500 cars sold in 15 years and only in 1991 were more than 100 cars sold. This explains why the Honda NSX has always been a very rare on UK roads.\u003c/p\u003e\r\n\u003cp\u003e1990 - 4\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e1991 - 125\u003c/p\u003e\r\n\u003cp\u003e1992 - 41\u003c/p\u003e\r\n\u003cp\u003e1993 - 47\u003c/p\u003e\r\n\u003cp\u003e1994 - 19\u003c/p\u003e\r\n\u003cp\u003e1995 - 55\u003c/p\u003e\r\n\u003cp\u003e1996 - 38\u003c/p\u003e\r\n\u003cp\u003e1997 - 35\u003c/p\u003e\r\n\u003cp\u003e1998 - 10\u003c/p\u003e\r\n\u003cp\u003e1999 - 17\u003c/p\u003e\r\n\u003cp\u003e2000 - 11\u003c/p\u003e\r\n\u003cp\u003e2001 - 8\u003c/p\u003e\r\n\u003cp\u003e2002 - 23\u003c/p\u003e\r\n\u003cp\u003e2003 - 20\u003c/p\u003e\r\n\u003cp\u003e2004 - 17\u003c/p\u003e\r\n\u003cp\u003e2005 - 24 (includes the last 12)\u003c/p\u003e\r\n\u003cp\u003e2006 - 1 (understood to be the 13th last 12 car - see Last 12 section for explanation)\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eTotal 495 cars - showing the NSX is very rare in the UK\u003c/strong\u003e\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003e\u003cbr\u003e\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003e\u003cstrong\u003eLast 12 UK Supplied Honda NSX\u003c/strong\u003e\u003cbr\u003e\u003c/strong\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003e\u003c/strong\u003eThe last 12 NSX supplied in the UK on 15 November 2005. Honda announced the end of production and dealers were advised as follows:\u003c/p\u003e\r\n\u003cp\u003eHonda Motor Company announced on June 12 2005 that it will discontinue NSX production later this year. When the NSX was launched in 1990 it was the world’s first mid-engine car with an all-aluminium monocoque body. World Press praised the suspension and handling characteristics which were designed with the help and expertise of the late Ayrton Senna. It was the first “Sports Supercar” that was easy to drive every day, but which would also be competitive on a race track with some exotic competition. Since its debut in June 1990, the NSX sold 18,000 units worldwide, over 450 which are in the UK.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eFollowing this announcement Honda (UK) is offering NSX enthusiasts a final opportunity to buy a special one-off colour combination.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eA total of 12 cars will be imported,\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eAll are manuals\u003c/p\u003e\r\n\u003cp\u003eTwo are NSX-Ts\u003c/p\u003e\r\n\u003cp\u003eTen are Coupes\u003c/p\u003e\r\n\u003cp\u003eEleven cars will have a unique paint and trim combination, never been sold in the UK before.\u003c/p\u003e\r\n\u003cp\u003eAll buyers will be invited with their partners to attend a special VIP handover event at Honda’s BAR factory on 15 November (2005) which will be hosted by BAR’s test driver Anthony Davidson.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eThey were all manuals:\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eNSX\u003c/strong\u003e\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e 3x Monza Red interior 1 each brown, black, grey\u003c/p\u003e\r\n\u003cp\u003e 1x Ascari Red interior Black\u003c/p\u003e\r\n\u003cp\u003e 2x Silverstone Silver interior 1 each black and blue\u003c/p\u003e\r\n\u003cp\u003e 2x Berlina Black interior interior 1 each grey and red\u003c/p\u003e\r\n\u003cp\u003e 1x Long Beach Blue interior grey*\u003c/p\u003e\r\n\u003cp\u003e 1x Platinum White Peal interior red*\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003eNSX-T\u003c/strong\u003e\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e 2x Silverstone Silver interior 1 each of blue and black\u003c/p\u003e\r\n\u003cp\u003eStitching details were also specific to each vehicle with, red, blue, grey and black used\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eIt is understand that in fact there was a 13th car supplied after a mix up with one dealer not processing an order in time, this car is Berlina Black and originally had a tan leather interior but this was replaced by the owner with Connolly black leather.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e* Neil the current NSX Club Chair has previously owned (and sorely missed) two of the last 12 cars, both in unique colour combinations for the UK:\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003ePlatinum White Pearl and Red Leather\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003eLong Beach Blue and Grey Leather\u003c/p\u003e\r\n\u003cp\u003ePictures of both cars appear on this website, have you spotted them, if you have a last 12 car please send in a photo.\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e(All details taken from a Honda UK document issued to UK dealers)\u003cbr\u003e\u003c/p\u003e\r\n\u003cp\u003e\u003cstrong\u003e\u003cbr\u003e\u003c/strong\u003e\u003c/p\u003e\r\n","ContentConfig":{"Caption":null,"Icon":null,"IconColour":null,"CaptionColour":null,"UnderlineColour":null,"TextColour":null,"PaddingLeft":"10px","PaddingTop":"10px","PaddingRight":"10px","PaddingBottom":"10px","FontSize":null,"LineHeight":null,"BottomMargin":0,"PhoneVisible":true,"TabletVisible":true,"DesktopVisible":true},"ComponentCode":null,"ComponentData":null,"ComponentError":null,"BottomMargin":0,"ResponsiveClasses":"","Background":{"Colour":null,"ImageURL":null,"Filter":null,"IsParallax":false,"Image":""},"ImageConfig":{"ImageURL":null,"ObjectFit":"contain","ImageHeight":null,"FrameStyle":null,"BorderRadius":null,"AltText":null,"LinkURL":null,"PaddingLeft":null,"PaddingTop":null,"PaddingRight":null,"PaddingBottom":null,"BottomMargin":0,"PhoneVisible":true,"TabletVisible":true,"DesktopVisible":true}}]}],"ColumnSpacing":0,"BottomMargin":0,"TopPadding":0,"IsFullWidth":true,"IsBackgroundFullWidth":true,"Background":{"Colour":null,"ImageURL":null,"Filter":null,"IsParallax":false,"Image":""}}],"PageURL":"","AllVersions":[{"ID":24,"Name":"v1 - History of the Honda NSX - Neil Shaw - 18/11/2021 11:51"},{"ID":25,"Name":"v2 - History of the Honda NSX - Neil Shaw - 18/11/2021 12:14"},{"ID":26,"Name":"v3 - History of the Honda NSX - Neil Shaw - 18/11/2021 12:14"},{"ID":27,"Name":"v4 - History of the Honda NSX - Neil Shaw - 18/11/2021 13:00"},{"ID":33,"Name":"v5 - History of the Honda NSX - Neil Shaw - 19/11/2021 08:56"},{"ID":34,"Name":"v6 - History of the Honda NSX - Neil Shaw - 19/11/2021 08:57"},{"ID":35,"Name":"v7 - History of the Honda NSX - Neil Shaw - 22/11/2021 13:56"},{"ID":36,"Name":"v8 - History of the Honda NSX - Neil Shaw - 22/11/2021 15:07"},{"ID":52,"Name":"v9 - History of the Honda NSX - Matthew Shovelton - 26/11/2021 12:56"},{"ID":71,"Name":"v10 - History of the Honda NSX - Matthew Shovelton - 04/12/2021 07:46"},{"ID":72,"Name":"v11 - History of the Honda NSX - Matthew Shovelton - 04/12/2021 07:46"}],"Comments":[],"UpdatedComments":[],"Spaces":[],"IsWatching":false,"LastViewTime":null,"CanEdit":false,"CanPublish":false,"CanCopy":false,"CanComment":false,"CanReadComments":false,"CanModerateComments":false,"CanLike":false,"CanWatch":false}