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That pic further cemented it as one of my favorite looking supercars. I'm just a sucker for flying buttresses, like in the Ford GT (the gap between the C-pillar and cockpit)
I wonder what the state of the batteries will be in 10 years.
Also, why is everyone clamouring on board for the 1st year(s) of the NSX? 3.5L TT V6 putting out 500hp... pfff... wait until Acura dials up that boost a few notches, as the NSX ages a bit. The engine is waaaaaaaay overbuilt for just 500hp.
I wonder what the state of the batteries will be in 10 years.
Also, why is everyone clamouring on board for the 1st year(s) of the NSX? 3.5L TT V6 putting out 500hp... pfff... wait until Acura dials up that boost a few notches, as the NSX ages a bit. The engine is waaaaaaaay overbuilt for just 500hp.
lol.
Maybe in 10 years when the battery is eating the inside of the car, we'll actually be able to afford one.
"Pedal around town isn't as nice as the 918's—more binary, with more stiction—which is only relevant because the Acura feels more evolved than the 918 in so many ways." Oh yes. The million-dollar Porsche hybrid hypercar. The NSX is like a better version of it. Not as quick, obviously, but no man would wish it quicker on these Kentucky two-lanes.
Receiving eight of the available 10 votes, the Acura NSX became the most universally acclaimed automobile in PCOTY history, and justifiably so.
Its predecessor merely changed the supercar game in the perpetuity by proving that anvil-like reliability and the ecstatic revelation of exotic performance could coexist in a single value-priced sports. This one promises to do much more than that.
For the first time in a hybrid automobile of any price or capability, technology has been placed firmly in the service of emotional involvement rather than in place of it
Able to compete on level ground with the absolute cream of the conventional crop, the NSX also represents a brilliant basis for the ongoing development–indeed, the ongoing existence–of the performance automobile. To drive it for 10 laps on track is to permanently shed any worries that the next generation of supercars will be overpowered takes on a Prius; to experience it on a fast road is to be reassured that tomorrow's technology will be accessible and enjoyable. For that achievement alone, the NSX deserves to be our PCOTY, but the fact that it does it all so well, right now, places it beyond argument. The NSX works, but it also knows how to play. Confident and capable, thrilling on both road and track, the Acura NSX is our 2017 Performance Car of the Year.
Our man from England, Chris Chilton, damns it with faint praise: "Huge pace, but no noise. The fact that people were actually complimenting the radio speaks, literally, volumes."
Even more astounding:
Receiving eight of the available 10 votes, the Acura NSX became the most universally acclaimed automobile in PCOTY history, and justifiably so. Its predecessor merely changed the supercar game in the perpetuity by proving that anvil-like reliability and the ecstatic revelation of exotic performance could coexist in a single value-priced sports. This one promises to do much more than that.
I think it's quite deserving of that honor. In the same vein, a not-insignificant reason why I like the McLaren F1 so much to this day is how it broke the mold with its practicality. Relatively plenty of storage space for luggage, cargo. Daily driveability only adds to the appeal of a car, whether it be a lowly BRZ or a $200k NSX. I didn't really consider the practicality of the electric motors when driving around town, but I'm reminded of how quiet and comfortable it is whenever I sit inside a hybrid.
Yea, based on this comparison test (and many others), it seems like the NSX team really nailed its target of building an everyday super car that showcases what the future junior super car segment will be like. The article also really focused on how well the car drives despite having all that tech.
Going forward, I'd think the likes of 911, R8, 570S,GT-R, etc will all have some sort of hybrid hardware.
The million-dollar Porsche hybrid hypercar. The NSX is like a better version of it.
I'd like to know in what ways they consider it superior to the Porsche 918, specifically. Price tag, obviously, but what else? Doesn't the 918 go several miles on electric alone and the NSX doesn't? Sounds like they think it's better to drive.
I'd like to know in what ways they consider it superior to the Porsche 918, specifically. Price tag, obviously, but what else? Doesn't the 918 go several miles on electric alone and the NSX doesn't? Sounds like they think it's better to drive.
I guessing one area was the Honda electric torque vectoring system which is not possible in the 918 since it has only one front electric motor.
I guessing one area was the Honda electric torque vectoring system which is not possible in the 918 since it has only one front electric motor.
It has to have some kind of diff or something though otherwise it just wouldn't work.Good guess but I'm thinking it must be something they actually noticed while driving it daily. When the 918 came out it got nothing but praise, with the only downside being that it's "robotic" to drive... same as they say about the NSX.
It has to have some kind of diff or something though otherwise it just wouldn't work.Good guess but I'm thinking it must be something they actually noticed while driving it daily. When the 918 came out it got nothing but praise, with the only downside being that it's "robotic" to drive... same as they say about the NSX.
It has a front diff with mult-disc/plate clutches, that are electrically controlled. It works but it's slow from driving dynamics pint of view.
Using the electric motors provides virtually instant and highly manageable torque and speed control which is advantage the 2G NSX has.
MARYSVILLE, OHIO–We're watching a ballet of industrial engineering at Acura's Performance Manufacturing Center. Articulating-robot MIG welders dance along subassemblies. Workers in white lab coats carefully fasten parts to space frames starting each bolt by hand so as not to cross-thread the soft aluminum. Body panels, pegged to a rack like pieces of a life-size model kit, glide through a glass-walled paint booth. It all looks premeditated, perfect. But our tour guides, the leaders in developing the new Acura NSX, assure us with tired smiles that the path to the 2017 Road & Track Performance Car of the Year award did not always follow a tidy plan.
"At several points, the team's engineers asked me, 'Do you know whether it's going to work?'" recalls Clement D'Souza, who directed the manufacturing effort. "My answer was no."
Four years ago, Honda's then president, Takanobu Ito, revealed the NSX concept to much applause at the Detroit auto show and announced it would at long last be brought to market. He added that the supercar, the pride of Japan's most revered engineering firm, would be developed and built in the United States. There was a moment of stunned silence, then more clapping. People from Honda R&D, who'd made the short trip from Ohio, shared the elation but felt something else.
"Suddenly a thousand pounds were sitting on top of our shoulders," says NSX vehicle performance development leader Jason Widmer.
Always nice to know more about what's happening in the background.
Indeed. This piece shows just how much work had to be done when they had to come up with a brand new longitudinal engine and not just re-cycle the RLX motor. The amount of engineering/testing probably was insane.
This is my favorite part though:
(Klaus hints there will be a version with less electrification and even higher performance.)
It'll be interesting to see how they go forward with the whole "less electrification, more performance" strategy.
NSX-R? NSX-S?
Delete front motors, keep the direct motor in the back? Delete the back motor to keep the front motors for torque vectoring and up the boost on the turbos? Delete all electric motors and up the turbo boost for maximum weight savings?
10-21-2016, 10:56 AM
or a $200k NSX. I didn't really consider the practicality of the electric motors when driving around town, but I'm reminded of how quiet and comfortable it is whenever I sit inside a hybrid.
