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Honda-NSX-2017-1024-07
Honda NSX
Honda
Acura
aka {{{aka}}}
Production 1990–2005
2016–2022
Class Sports car (S)
Body Style 2-door coupé
Length 4,470 mm (176.0 in) (2016–2018)
4,490 mm (176.8 in) (2019–2021)
4,535 mm (178.5 in) (Type S)
4,405 mm (173.4 in) (1991–1993)
4,425 mm (174.2 in) (1994–2005)
Width 1,938 mm (76.3 in) (2016-2021)
1,810 mm (71.3 in) (1994-2005)
Height 1,215 mm (47.8 in) (2016-2021)
1,170 mm (46.1 in)
1,160 mm (45.7 in) (1997 onwards)
Wheelbase 2,630 mm (103.5 in) (2016-2021)
2,530 mm (99.6 in) (1994-2005)
Weight {{{Weight}}}
Transmission {{{Transmission}}}
Engine 3,493 cc JNC twin-turbo V6
2,977 cc (3.0 L; 181.7 cu in) Honda C30A V6
3,179 cc (3.2 L; 194.0 cu in) Honda C32B V6
Power {{{Power}}}
Similar {{{Similar}}}
Designer {{{Designer}}}


The Honda / Acura NSX was introduced in 1990 and began production in 1991 at a time when the Japanese constructor was dominating the world of Formula 1 motor racing. The first NSX was sold to George Lucas but possibly the most influential automotive "apostle" of Honda engineering was Gordon Murray, later to design the world famous McLaren F1 Supercar. The NSX was conceived as a two seater coupe. The all aluminium NSX body never suffered any radical changes the biggest changes were made in 2002 when it received a facelift with fixed headlights and various minor cosmetic refinements such as xenon HID headlamps. The fixed roof NSX was dropped for the 2002 model year. The advanced all alumium suspension was revised further still and the NSX received larger wheels and tires. In addition, the NSX was now made available in a number of exterior colors with either a matching or black interior to provide a number of possible color combinations."NSX" is an acronym for "New Sportscar eXperimental" when it was presented (as NS-X) at the Chicago Auto Show in February 1989 and at the Tokyo Motor Show in October 1989. Internal Honda sources say the X initially stood for unknown in the codename of the car while it was in development.

Recent Changes

  • The first generation NSX was discontinued after the 2005 model year to make way for another Honda Sports Concept car. The original design was so far ahead of its time in the premium performance segment, that it's style made a permanent impact with only one generation. Competing with Corvettes, Ferraris and Lamborghini, the two seater was powered by Honda's famous V-6 powerplant directly derived from the Japanese companies successes in Formula 1 motor racing.
  • The NSX is now in development again, and enthusiasts might wonder what will power the 2nd generation. Leaks from Honda and rumour in the motor trade suggests a completely revised front engined V10 powerplant but consensus is less common on the even more heavily revised, some say "over-designed" body styling.[1][2]

Styles and Major Options

First generation NSX owners were quietly satisfied to drive a chassis tuned for Honda by world renound F1 World Champion Ayrton Senna. They were even more happy with the House of Pininfarina who championed a body design many thought gave Ferrari more than a run for its money. Other NSX owners were happy to drive an expensive Japanese supercar whose design did not catergorise them alongside Premier League Footballers.

Pricing

Today's actual prices for the MAKE MODEL can be found at CarsDirect.

MODEL Trims

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Gas Mileage

As seen on the FuelEconomy.gov website, the City/Highway MPG averages are as follows:

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Reliability

While Honda had already christened a purpose built facility to manufacture the NSX at the Kanekanzawa R&D Plant, Tochigi, Japan (1990-2004) and later Suzuka R&D Plant, Suzuka, Japan (2004-2005) they went even further to ensure the car, its chassis and engine development were all in perfect pre production synchronicity when they acquired the services of Honda Formula 1 driver Ayrton Senna who ran a testing programme at the Suzuka International Racing Course (an F1 accredited race circuit actually owned by the Honda Motor Company) to fine tune the chassis of the NSX. Along with the advanced all aluminium suspension and its mid engine layout, Senna's technical input and opinion was invaluable and directly attributed as being responsible for the race car standard handling of the NSX.

Safety

Photos

3rd and first generation NSX

Colors

  • Formula Red
  • Berlina Black
  • Kaiser Silver Metallic
  • Grand Prix White
  • Spa Yellow Pearl
  • Monte Carlo Blue Pearl

Main Competitors

When the NSX was introduced by Honda the international motoring press saw it as a valid modern day Supercar competing directly against major European Supercars cars like Porsche, Lamborghini and Ferrari. The effect of the Asiatic automotive tsunami caused many of those traditional sleepy Supercar companies to change their designs and engines and some say even their philosophy. 

The NSX's main competitors are the Nissan Skyline GT-RToyota Supra, and Mazda RX-7. In the US, it also has had rivalries with the Chevrolet CorvetteDodge Viper and Ford GT

Unique Attributes

The NSX was the worlds first production road car to boast not only an all aluminium body, but also an all aluminium engine block powering a race track influenced monocoque chassis. While Honda were actively writing motoring history with some of the most significant wins in Formula 1 with Williams Grand Prix Engineering, and later McLaren who poached Honda power after the Japanese engine maker broke Ron Dennis and TAG Posche's domination of F1 during the 1986 and 1987 championship seasons.

Many unique features usually seen only on powerful F1 racing cars of the day where engineered into the NSX blueprint to place it a the forefront of Japanese automotive engineering. Switchable traction control and a limited slip differential ensured drive was delivered to the rear wheels of the NSX, harnassing the powerful engine output to maintain traction and minimise wheel spin in any road conditions and with consideration to correcting extreme or erroneous driver input.

Resale Values

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Criticisms

Technical problems are few and long term owner/driver reports read very favourably for an expensive and technical supercar which has held is price well. One of the most strange, but common faults, reported by NSX owners worldwide was the collection of water from condensation in the rear brake light clusters caused by the high temperature of the Honda's mid engine placement in the chassis. It was not unusual for owners to have to drill small holes in the light clusters to drain away several centimetres of water. Aside from that the Honda was a remarkably sound design package and was famously reported by Gordon Murray, McLaren F1 Supercar designer, as one of his original inspirations for the McLaren F1 Supercar concept.

First generation (1991–2005)

Manufacture and release

Upon its release in 1990, the NSX was a design ahead of its time. The car was intended to showcase Honda's racing technology, exemplified by the NSX's ultra-rigid, ultra-light aluminium monocoque chassis, titanium connecting rods and high-revving capabilities. The car's high chassis rigidity and cornering/handling prowess were the results of Ayrton Senna's direct input with NSX's chief engineers while testing at Suzuka Circuit during its final development stages. The NSX was initially assembled at the purpose-built Takanezawa R&D Plant in Tochigi from 1989-early 2004, which then moved to Suzuka Plant for the remainder of its production life, by approx. 200 hand-picked staff from various Honda factories. In addition to their renowned skills, each of them must have at least ten years of experience in car assembly and were interviewed extensively for their degree of passion and devotion to the project before they were finally chosen.

Wheels magazine Australia awarded the Honda NSX the 1991 Car of the Year award.

Despite the NSX's current age, it still has a strong base of fans and supporters. Honda and majority of car enthusiasts describe the NSX as a supercar based on its styling, body type, drivetrain layout, packaging, and most especially in the area of car handling. Few others have disagreed, claiming the NSX does not qualify for exotic car/supercar status because it's not of European origin and is not powerful enough compared to today's newer offerings, although its 270 rated horsepower at debut in 1990 was only 30 horses shy of the 300 lbs. heavier Ferrari 348, NSX's direct rival. Because of its lighter weight, the NSX was slightly faster than the 348 in straight-line acceleration. Still, for a time, it sported the highest per-litre specific output of any road-going naturally aspirated V6 in the world and is exceptionally fast for the motor's relatively low power output versus comparable "supercars". Post-1997 3.2 liter North American Acura examples are commonly known to achieve a 13.3 second quarter-mile time (1997-2005 model year NSX-T; The 149 lbs. lighter Zanardi Edition NSX is closer to 13 sec. flat), while the Japanese NSX-R (2002+) is known to perform 12.8 second quarter-mile time. The surprising performance is due mostly to a high 8,000 rpm redline, flat power curve, short gears, and mid-engine layout.

On July 20, 2005, mere days after the announcement of the closure of current NSX production, Honda CEO Takeo Fukui announced that a new NSX was under development and would sport a Formula 1-inspired V10 motor, with speculation that it might have the SH-AWD (Super Handling All Wheel Drive) system from the Acura RL. In addition, he stated it would be ready within three to four years. The project was cancelled due to the on going economic crisis at the time.

The all-new Acura NSX was released in 2016. Unlike its predecessor, which was produced from 2001 to 2005, it will be a luxury hybrid-electric vehicle. Review and specs you can see at all-car-pictures.com.

Refinements and versions

Honda designers shocked the exotic car world when it introduced the NSX in 1990. Honda R&D had started at the front with a car concept based on the all round visibility and cockpit forward engineering of an F16 fighter aeroplane housing the NSX driver midship in front of an eye catching body combining aeorodynamics with an iconic and exotic supercar wedge shape providing a slippery wind coeficient of only 0.32 (a shape also championed by the Ferrari Testarossa and 308) and one that would remain basically unchanged by Honda for the NSX entire production life. To back up the high impact NSX styling, the mechanical specifications were right out of a race car too. The NSX featured a super-light all-aluminum chassis, body, and suspension a first for a production car. Total weight of the entire bare aluminum monocoque was only 200 kg and for Honda fulfilled their goal of placing the NSX closer to the race track than any other production supercar. The NSX suspension was an advanced double wishbone suspension, mounted at both ends on an all aluminum subframe. The Honda powerplant was an F1 inspired V6 engine mounted midship and featured Honda's unique Variable Valve Timing and Electronic Lift Control (VTEC) with six individual platinum spark plug housed in their own ignition coils firing titanium connecting rods. It was a unique automotive marriage well ahead of its time and the very first application of Hondas VTEC in a vehicle offered outside of Japan.

First Generation NSX-R (JDM)

Refining the NSX concept still further beginning in 1992 Honda produced a limited number of around 500 NSX-Rs exclusively for the Japanese domestic market (JDM). Major changes included a blueprinted engine now producing over 280 BHP in stock form, a short ratio gearbox, more aggressive uprated and tuned suspension and even further weight reduction to 1230 kg from the normal NSX weight of 1350 kg. The NSX-R was attack minded with race track oriented engineering and gained weight savings by dumping sound deadening material, audio, electric windows, and air conditioning equipment in an effort to reduce road weight. These items still remained available to the NSX-R owner for a hefty premium as optional extras. Production of the NSX-R continued until 1995 when the parent company addressed the problem of global NSX sales by returning to the production model and not only adding several modifications and additional features but, in the UK, slashing £10,000 from the retail showroom price which had by then topped £70,000 plus optional extras.

NSX-T

In 1995 the NSX-T with a targa top roof was released in Japan as a special order option. In North America of that same year the NSX-T replaced the standard coupe entirely as the only trim available since, with notable exceptions of Zanardi Edition NSX in 1999 and a handful of special dealer-ordered post-1997/pre-2002 3.2 liter coupes. The removable roof hurt the chassis rigidity of the NSX and added about 100 pounds of structural reinforcements. In addition to this major change, the suspensions have also been softened noticeably to improve ride and comfort. All roofs were now body colored instead of black although in Japan the 2 color tone black roof + body color is still available in Japan as optional feature. Finally available on the manual transmission version NSX was the electric power steering previously only available in the automatic version.

1997 Performance-Enhancing Changes (Worldwide)

1997 brought the biggest changes to the performance of the current generation NSX for the Japanese domestic versions and abroad. For 1997 engine displacement increased from 3.0 L to 3.2 L. This new 3.2 L C32B engine gave it slightly more rated power. This improved horsepower from 270 hp to 290 hp while torque increased from 210 to 224 ft·lbf (manual transmission only). Another big change was the change from a 5-speed transmission to the current 6-speed manual. The combination of slightly-increased horsepower and torque, 6-speed manual, and optimized gear ratio produced considerable improvements on the dragstrip. The new NSX rang up better numbers than the horsepower and torque improvements may suggest over previous model NSXs. 0-60 mph time dropped from 5.4 seconds to as low as 4.5 seconds for the NSX-S Zero. Other notable changes include a brake rotor size increase from 12 inches to 13 inches, a new aluminum alloy to reduce weight and increase rigidity, and a transponder in the key.

NSX-S, S-Zero (JDM)

Along with the engine enlargement in 1997, Japan exclusively received the NSX type S (NSX-S) and NSX type S Zero (NSX-S-Zero), weighing in at 1320 kg and 1280 kg, respectively, and both with stiffer suspension than the normal NSX.

Alex Zanardi Edition NSX

Produced exclusively for the U.S. Domestic Market (USDM), the Alex Zanardi Edition NSX, basically a JDM NSX-S variant, was introduced in 1999 to commemorate Alex Zanardi's 2 back-to-back championship wins for Honda/Acura in 1997 and 1998 in the CART Champ Car series. Only 51 examples were ever built, available only in New Formula Red to reflect the color of the Champ Car Zanardi drove for Chip Ganassi Racing. Number 0 was a press car that appeared in auto shows across the country. The same car was also featured in Car and Driver for its July 1999 issue. In June 1999 Road and Track's supercar handling test, driven by Mario Andretti, along with Dodge Viper GTS-R, Lotus Esprit, Porsche 911 Carrera 4, Ferrari F355 Spyder, and Chevrolet Corvette C5 Coupe, Zanardi number zero almost walked away a victor - it lost 1st place to 911C4 by merely 1/2 point based on Andretti's personal preference for the Porsche's All-Wheel Drive capability. This NSX was eventually sold to a private individual. Number 1 belongs to Zanardi himself and was NOT given a North American VIN number and registered elsewhere unknown, rumored to have been modified by Honda with hand-activated throttle, braking, and shifting mechanisms to accommodate Zanardi's current physiological state since the Lausitzring crash in 2001. Number 2 through 50 were sold to the U.S. general public - Some dealers across the country with previous high NSX sales will receive one or more, most will receive none. Visible signs that differentiate the Zanardi Edition NSX from pure JDM Type S NSX are the serial-numbered brushed-aluminium plaque adhered to the rear bulkhead with engraved Acura logo and Zanardi's signature, the black red-stitched leather/suede seats and the airbag-equipped Acura OEM steering wheel, in contrast to the racier Honda-Logo Momo wheel especially commissioned for JDM Type S, S-zero, and R models. Internally, however, is nearly identical to Japanese-Spec NSX Type S (NSX-S).

"Facelifted" NSX (Worldwide)

The biggest exterior changes for the NSX came in 2002 when it received a facelift with fixed headlights and various other cosmetic refinements such as xenon HID headlamps (see photo from LA Autoshow 2003). The fixed roof NSX was dropped for the 2002 model year. The suspension was revised and the NSX received larger wheels and tires. In addition, the NSX was now available in a number of exterior colors with either a matching or black interior to provide a number of possible color combinations.

Due to the changes in design, the drag coefficient slightly dropped to 0.30 which contributed to improvement in acceleration and top speed with an improvement in the 0–201 km/h (0–125 mph) acceleration time by 0.2 seconds and an increased top speed of 282 km/h (175 mph).

The hardtop coupé was no longer available in North America from 2002 onwards, but coupes could still be ordered in Japan. The NSX Type S also received the same cosmetic updates, with a slight revision to the suspension replacing the linear rate springs with progressive springs. The S-Zero trim model was cancelled due to the reintroduction of the NSX-R. The NSX was now made available in a number of exterior colours with either a matching or black interior to provide a number of possible colour combinations. A 4-speed automatic transmission with manual-type shift option also became available.

NSX-R facelift (2002)

A second iteration of the type-R dubbed NSX-R was released in 2002, again exclusively in Japan. The NSX-R has a more aggressive rear spoiler and hood vent, along with various refinements to reduce weight to 1270 kg. Under the body, panels and air fences in the front, along with a small rear diffuser serve to produce balanced "negative lift", in other words, downforce. The subtle changes along with its renowned handling have kept NSX-R in contention on the track even against considerably higher-powered cars, such as the Ferrari 360 Challenge Stradale and the Porsche 911 (996) GT3, whose Nordschleife lap time it tied, at 7 min. 56 sec.

The 3.2 L DOHC V6 engine received special attention as well. Each car's engine was hand-assembled by a skilled technician using techniques normally reserved for racing programs. Components of the rotating assembly (pistons, rods and crankshaft) were precision weighed and matched so that all components fell within a very small tolerance of weight differential. Then, the entire rotating assembly was balanced to a level of accuracy, ten times than that of a typical NSX engine. This balancing and blueprinting process significantly reduced parasitic loss of power due to inertial imbalance, resulting in a more powerful, free-revving powerplant with an excellent throttle response. Officially, Honda maintains that the power output of the 2002 NSX-R's engine is rated at 290 hp (220 kW), which is identical to the standard NSX. The automotive press, however, has long speculated that the true output of the engine is higher.

Creating the impression of increased power, the accelerator was re-tuned, becoming much more sensitive to movement, particularly at the beginning of the pedal's new shorter stroke. This, coupled with the harsh suspension, makes it difficult for the driver to drive smoothly at low speeds on streets with even slight bumps. The lack of power steering has also been noted by drivers as making the car tiring and hard to steer at low speed.

NSX-R GT (2005)

A more agile, more responsive, and quicker limited edition NSX called the NSX-R GT was later released. This model was limited to a production run of 5 cars, at a cost of US$ 462,400. This NSX was created to help Honda comply with the Super GT production-based race car homologation requirements. It's easily identifiable by the non-functional snorkel attached to the roof of the car (the snorkel is fully functional in the Super GT race cars), lower and widened body, and more aggressive aerodynamic components.

One clear difference between the second generation NSX-R is the addition of a non-functional garnish snorkel attached to the rear window 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. The NSX-R GT also has 180 mm longer and 90 mm wider body with aggressive aerodynamic components such as an extended front spoiler lip and large rear diffuser were used as well. It was also speculated that the NSX-R GT incorporates more weight savings over the NSX-R. It has the same 3.2L DOHC V6 engine.

Second Generation NSX-S (JDM)

The second iteration NSX-S, sold exclusively in Japan, continues with the face-lifted NSX keeping the weight at 1320 kg.

Second generation (2017–2022)

The second-generation Honda NSX (New Sports eXperience), marketed as the Acura NSX in North America, China and Kuwait, is a two-seater, all-wheel drive, mid-engine hybrid electric sports car developed and manufactured by Honda in the United States. Production began in 2016 and will end in 2022 with the Type S variant. It succeeds the original NSX that was produced in Japan from 1990 until 2005.

December 2015, the North American pricing was announced as commencing from US$156,000 for the base specification, to US$205,000 fully equipped.

At the same time, Honda announced the European debut for the NSX at the 85th Geneva Motor Show, alongside the fourth generation Civic Type R.

The first production vehicle with VIN #001 was auctioned off by Barrett Jackson on January 29, 2016. NASCAR team owner Rick Hendrick won the auction with a bid for US$1,200,000. The entire bid were donated to the charities Pediatric Brain Tumor Foundation and Camp Southern Ground. The first NSX rolled off the line in Ohio on May 24, 2016. Hendrick was there to drive it off. 

Development

In December 2007, Honda America's CEO, Tetsuo Iwamura, confirmed to the automotive press that a new sports car powered by a V10 engine would make its debut to the market by 2010. The new sports car would be based on the Acura ASCC (Advanced Sports Car Concept) introduced at the 2007 North American International Auto Show. With Honda's CEO Takeo Fukui challenging the developers to make the car faster than the Nissan GT-R around the Nürburgring. Prototypes of the vehicle were seen testing on the Nürburgring in June 2008. On December 17, 2008, Fukui announced during a speech about Honda's revised financial forecasts that, due to poor economic conditions, all plans for a next-generation of the NSX had been cancelled. In March 2010, the name of the Acura NSX project was changed to the Honda HSV-010 GT, and the car was entered in the Japanese Super GT Championship. The HSV-010 GT was powered by a 3.4-liter V8 rated at a power output of more than 500 hp (373 kW) and was equipped with a sequential manual transmission from Ricardo. The HSV-010 GT never made it into production stage.

In December 2011, Acura announced that they would unveil the next generation of the NSX in concept form at the 2012 North American International Auto Show. On January 9, 2012, Acura unveiled the 2012 Acura NSX Concept to the general public.

The new concept retained a two-door coupe, mid-engine layout but with all-wheel drive. The use of a high-tech platform made from lightweight materials permitted the weight to be low. Power came from a 3.5-litre V6 engine mounted behind the cockpit, sending its power to the rear wheels. Acura's SH-AWD incorporates one electric motor in a dual-clutch transmission to augment the combustion engine thus forming a hybrid setup. Additionally, two more electric motors able to instantly send negative or positive torque to the front wheels during cornering also formed part of the powertrain.

Concept gallery

Debut

The Honda NSX unveiled at the 2015 North American International Auto Show. Honda to begin orders for the NSX on summer 2015, and deliveries on late 2015. In December 2015, the North American pricing was announced with a starting price of US$156,000.

Production of the second generation NSX commenced in 2015 at the Performance Manufacturing Center (PMC). The facility is specifically built for the assembly of the NSX, and it cost US$70 million to build the assembly plant for Honda. It is located in Marysville, Ohio, which is housed inside Honda's former North American Logistics facility and located in the midst of Honda's existing R&D and production engineering operations. The powertrain is separately assembled by Honda associates at its engine plant in Anna, Ohio. In February, 2017, Honda offered a factory tour exclusively for the 2017 through 2022 model year, U.S. market NSX buyers, called "NSX Insider Experience". The tour features the NSX assembly at the Performance Manufacturing Center (PMC), museum visit at Honda Heritage Center and racetrack driving at Honda's test track. Also, owners of the non-delivered NSX can track their own NSX being assembled, tested and to place the Acura badge on the just assembled NSX. This factory tour offered with packages starting at US$2,000 through up to $6,000 and each participant will be guided by an Acura host in an Acura MDX.

Specifications

Mechanically, the second generation NSX represents a significant departure from the first generation since it features a twin-turbocharged 75-degree DOHC3.5L V6 engine producing 500 bhp (373 kW; 507 PS), mated to a three-electric motor Sport Hybrid SH-AWD system and a 9-speed dual-clutch transmission(DCT). The total output is 573 bhp (427 kW; 581 PS). The 2015 NSX accelerates from 0 to 100 km/h (62 mph) in 2.9 seconds, and has a top speed of 307 km/h (191 mph). Structurally, the body utilizes a space frame design, which is made from aluminum, ultra-high strength steel, and other rigid and lightweight materials, some of which are the world's first applications.

Production of the second generation NSX commenced in 2015 at the Honda Performance Manufacturing Center in Marysville, Ohio, which is housed inside Honda's former North American Logistics facility and located in the midst of Honda's existing R&D and production engineering operations. The powertrain is separately assembled by Honda associates at its engine plant in Anna, Ohio.

Dimensions

The table below indicates the change in dimensions,relative to the original second generation concept car presented in 2012:

Second-gen NSX 2012 NSX Concept Difference 2005 NSX Difference
Length 4,470 mm (176 in) 4,390 mm (173 in) +80 mm (3.1 in) 4,425 mm (174.2 in) +45 mm (1.8 in)
Width 1,940 mm (76 in) 1,915 mm (75.4 in) +25 mm (0.98 in) 1,810 mm (71 in) +130 mm (5.1 in)
Height 1,215 mm (47.8 in) 1,200 mm (47 in) +15 mm (0.59 in) 1,170 mm (46 in) +45 mm (1.8 in)
Wheelbase 2,630 mm (104 in) 2,610 mm (103 in) +20 mm (0.79 in) 2,530 mm (100 in) +100 mm (3.9 in)
Front track 1,655 mm (65.2 in) 1,510 mm (59 in) +145 mm (5.7 in)
Rear track 1,615 mm (63.6 in) 1,540 mm (61 in) +75 mm (3.0 in)

NSX Type S (2022)

On August 3, 2021, Honda teased the NSX Type S via its YouTube channel. Claimed it will be an improved, high-performance version of the NSX and it will be only produced in 2022 to mark the car's final year of production. The NSX Type S will be limited to 350 units worldwide, with 300 of these units available for the United States, 30 for Japan and 15 for Canada, will not be available for Europe and United Kingdom. The Type S moniker was last used in the NSX on the 1997 NSX Type S and Type S-Zero models that were exclusive for the Japanese domestic market, meaning that the 2022 version will be the first NSX Type S to be sold out of Japan. The car was unveiled to the public on August 12, 2021, at the Monterey Car Week in the United States, and on August 30 in Japan.

The NSX Type S features several enhancements to the NSX's powertrain, providing a combined maximum power output of 602 hp (610 PS; 449 kW) and 492 lb⋅ft (667 N⋅m) of torque. Enhancements to the internal combustion engine include new turbochargers from the NSX GT3 Evo race car that increase peak boost pressure by 5.6 percent from 15.2 psi (1.05 bar) to 16.1 psi (1.11 bar), new fuel injectors which increase flow rate by 25 percent, and new intercoolers that can dissipate an additional 15 percent more heat than previously. As a result of these upgrades, the internal combustion engine now generates a maximum power output of 522 hp (529 PS; 389 kW) at 6,500–6,850 rpm and 443 lb⋅ft (601 N⋅m) of torque at 2,300–6,000 rpm. The gear ratio of the Twin Motor Unit powering the front wheels was lowered by 20 percent to improve torque off the line and give the car a quicker launch, while the car's usable battery capacity and battery output have been increased by 20 and 10 percent, respectively, as a result of more efficient usage of the car's Intelligent Power Unit. Because of the improvements in battery capacity and output, the car's electric motors have been retuned to offer better performance and a higher electric-only range.

The car's 9-speed dual-clutch transmission (DCT) also features improvements. New programming for Sport and Sport+ modes resulted in 50 percent faster upshifts, while the allowable downshift speed in Track mode was raised by 1,500 rpm to allow earlier downshifts. A new "Rapid Downshift Mode" was introduced, allowing the driver to shift to the lowest possible gear according to the car's speed by holding the downshift paddle for 0.6 seconds in Sport, Sport+ and Track modes. In fully automatic mode, the transmission downshifts earlier in Sport+ and Track modes.

The Type S features several new design elements to improve downforce and cooling through enhanced aerodynamics. These include a new nose design and a large carbon-fiber rear diffuser based on the one used on the NSX GT3 Evo. The car also has new forged split-5 spoke wheels, increasing front track by 0.4 in (10 mm) and rear track by 0.8 in (20 mm), and new semi-slick Pirelli P-Zero tires developed exclusively for the NSX Type S, which have contributed to the car's lateral grip increasing by six percent. Honda also optimized the car's chassis, suspension and response, re-tuned its four drive modes, and refined its engine note. Also, black Honda and Acura badging offered exclusively for the NSX Type S just like other Type S models.

Production of the NSX Type S began in January 2022. North American deliveries began in February 2022. Also, Acura Canada and Make-A-Wish Foundation held an online private auction for the first Type S out of 15 reserved Canadian Type S vehicles. The car led to a bid of US$306,364.90, won by Luc Girard and Geneviève Hardy. This was the largest, one-time, single donation the Make-A-Wish ever received. All of the proceeds were led to help children with critical illnesses.

In motorsport

Since the beginning of the NSX's production, the car has been used as a safety car at the Suzuka circuit, even for the Japanese Grand Prix in its early years of production and is still used at the circuit. The car is also used for the same role at Twin Ring Motegi, the other circuit owned by Honda.

24 Hours of Le Mans

The NSX made three appearances at the 24 Hours of Le Mans, in 1994, 1995 and 1996.

In 1994, three Honda NSXs were entered in the 1994 24 Hours of Le Mans. Cars numbers 46, 47 and 48 were prepared and run by team Kremer Racing Honda, with Team Kunimitsu assisting and driving the number 47 car. All were in the GT2 class, and all completed the race, but placed 14th, 16th and 18th.

In 1995, three Honda NSXs were entered in the 1995 24 Hours of Le Mans. Honda's factory team brought two turbocharged NSXs which were entered in the GT1 class numbered 46 and 47. Car 46 was Not Classified (failed to complete 70% of the distance of the winner) and car 47 Did Not Finish (retired for clutch & gearbox failure). The third NSX, number 84, was prepared as a naturally aspirated car and run by Team Kunimitsu Honda in the GT2 class. This NSX, driven by Keiichi Tsuchiya, Akira Iida and Kunimitsu Takahashi placed 8th overall and first in the GT2 class after completing 275 laps.

In 1996, for the 1996 24 Hours of Le Mans, only the Team Kunimitsu Honda NSX returned, with the same drivers. It completed 305 laps to finish in the 16th position overall, and third in the GT2 class.

Super GT

The NSX Concept-GT, a race car based on the NSX concept, was unveiled in 2013 to race in the GT500 category of the Super GT Series from 2014. During the 2014 season, the NSX Concept-GT received its first pole and victory at Fuji Speedway in August, with the best-placed Honda driver fourth in the championship. In 2015, the car won at Sportsland Sugo and finished third in the championship. The car featured a hybrid system in 2014 and 2015, but it was abandoned for the 2016 season, with hybrid systems banned from GT500 in 2017. The 2016 season saw the car score a pole position in Suzuka and three podiums.

In 2017, Honda launched the NSX-GT based on the production version, replacing the NSX Concept-GT. The car won the final running of the Suzuka 1000km in 2017, and in 2018, it won the championship with Jenson Button and Naoki Yamamoto of Team Kunimitsu crowned champions. In an incident-filled 2019, the car won the Okayama round and the second Super GT × DTM Dream Race, which was the mid-engine NSX's final race. Due to regulation changes in accordance with Class One Touring Cars regulations, Honda debuted new NSX-GT with a front-engine layout for the 2020 season. Team Kunimitsu's NSX would narrowly won the GT500 title in an upset after the rival KeePer Toyota GR Supra ran out of fuel at the end of the final lap of the championship race at Fuji Speedway.

At Mobility Resort Motegi during the pre-season testing for the 2022 season, Honda was spied testing new NSX-GT race cars which were based on the NSX Type S. In February 2022, the NSX-GT Type S made its public debut at the Honda Racing "Thanks Day" racing festival at Suzuka Circuit.

On the opening round at Okayama International Circuit, Team Kunimitsu's NSX-GT Type S qualified 3rd on the grid. On the race day the car finished 2nd overall, driven by Naoki Yamamoto and Tadasuke Makino. On the second round at Fuji Speedway, the car scored its first win with team Autobacs Racing Team Aguri (ARTA). Nirei Fukuzumi and Tomoki Nojiri were the drivers who won the round. On the third round at Suzuka International Racing Course, team Astemo Real Racing's #17 car scored another podium by finishing the race in 2nd, driven by Nobuharu Matsushita and Koudai Tsukakoshi, the team also in fight with two other Nissan Z GT500 drivers for the championship with only one race to go.

Worldwide

Design quirks and oddities

Famously reported by Gordon Murray, chief McLaren F1 Supercar designer, as one of his original inspirations for the McLaren F1 Supercar concept, Murray ran an NSX for seven years and in that time claimed he had never adjusted the climate control setting once. After driving an NSX prototype with Ron Dennis at the Tochigi Research Center test course Murray recalled being moved to thinking "It is remarkable how our vision comes through in this car."


Awards

See also

  • Honda F1 Racing, Japanese Motor Manufacturer participating in F1 Motorsport.
  • Mugen, Japanese Engine Tuner & Manufacturer associated with the Honda Motor Company.
  • Honda, the Honda Motor Company.


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