04' NSX TOV testing
Thread Starter
Cost Drivers!!!!
Joined: Mar 2001
Posts: 19,392
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From: burbs of philly
04' NSX TOV testing
*Very easily a high 12 second car...... for all the haters :pfawk:
* c32b is underrated.
* c30 is also underrated.
* c32b is underrated.
* c30 is also underrated.
Ahh, the NSX, the pinnacle of Honda and Acura road car performance. An icon from the early 90's still alive and kicking today. But by today's standards, a little light on the power lifting, isn't it?
We put our 2004 Imola Orange NSX on the Dynojet rollers at DynoLab in Marietta, GA to see just how much power the venerable 3.2 liter, 90 degree, DOHC VTEC V6 could put to the ground. With only 1200 miles or so on the odometer, we wondered if the engine was broken in yet. We'd seen other NSXs put down some serious power on other dynos (of various types) and wondered what ours would do. Surprisingly, it put down almost exactly the power it should have if you believe in consistent losses and accurately rated flywheel hp. In this case, 245 hp and 195.4 lbs-ft of torque. These numbers were backed up on several follow up passes to within 1%, even when we tested in 5th gear instead of 4th gear.
So why do we say the results were surprising? Well, simply put, we've seen earlier 3.0 liter NSXs put down nearly as much hp, and other 3.2 liter examples put down over 260 whp. Did we get a weak model? Was it still in need of more mileage to loosen it up (maybe we should have tested it after our weeklong romp)? We're not sure. Certainly it didn't hurt our dragstrip performance, as our only run was a 13.0@106 mph, and we're sure we would have gone faster still with more chances at the tree. But given that our car was a 12-second car, we feel quite comfortable with some of those magazine times in the 12's with trap speeds in the 110 mph range - amazing when you consider the age of the platform and the engine (and it isn't that light anymore either).
Looking at the torque curve, note the broad swath available at nearly any rpm. From 3000 to 7200 rpm over 90% of peak torque is available. Even down around 2000 rpm over 85% of peak torque is still being produced. This is a tremendously flexible engine, one that has no trouble slotting in with today's performance engines (Porsche's 3.4 liter and 3.6 liter watercooled flat-6's come to mind as the nearest competitors - check out this link). And when combined with the close ratio gearbox, it scoots in any gear, even from very low rpms. This makes the car very easy to drive in any situation, from heavy traffic, to the dragstrip and everywhere in between. Oh, and be sure to check out the videos. While the low bandwidth clips don't begin to approach the sheer sonic joy of that sweet engine sucking huge gulps of air over your left shoulder, they'll still send chills up your spine. Simply amazing that a 13 year old car can still do that to you.
We put our 2004 Imola Orange NSX on the Dynojet rollers at DynoLab in Marietta, GA to see just how much power the venerable 3.2 liter, 90 degree, DOHC VTEC V6 could put to the ground. With only 1200 miles or so on the odometer, we wondered if the engine was broken in yet. We'd seen other NSXs put down some serious power on other dynos (of various types) and wondered what ours would do. Surprisingly, it put down almost exactly the power it should have if you believe in consistent losses and accurately rated flywheel hp. In this case, 245 hp and 195.4 lbs-ft of torque. These numbers were backed up on several follow up passes to within 1%, even when we tested in 5th gear instead of 4th gear.
So why do we say the results were surprising? Well, simply put, we've seen earlier 3.0 liter NSXs put down nearly as much hp, and other 3.2 liter examples put down over 260 whp. Did we get a weak model? Was it still in need of more mileage to loosen it up (maybe we should have tested it after our weeklong romp)? We're not sure. Certainly it didn't hurt our dragstrip performance, as our only run was a 13.0@106 mph, and we're sure we would have gone faster still with more chances at the tree. But given that our car was a 12-second car, we feel quite comfortable with some of those magazine times in the 12's with trap speeds in the 110 mph range - amazing when you consider the age of the platform and the engine (and it isn't that light anymore either).
Looking at the torque curve, note the broad swath available at nearly any rpm. From 3000 to 7200 rpm over 90% of peak torque is available. Even down around 2000 rpm over 85% of peak torque is still being produced. This is a tremendously flexible engine, one that has no trouble slotting in with today's performance engines (Porsche's 3.4 liter and 3.6 liter watercooled flat-6's come to mind as the nearest competitors - check out this link). And when combined with the close ratio gearbox, it scoots in any gear, even from very low rpms. This makes the car very easy to drive in any situation, from heavy traffic, to the dragstrip and everywhere in between. Oh, and be sure to check out the videos. While the low bandwidth clips don't begin to approach the sheer sonic joy of that sweet engine sucking huge gulps of air over your left shoulder, they'll still send chills up your spine. Simply amazing that a 13 year old car can still do that to you.
and that's why Acura is a long way from ever introducing a V8 
Administrator Alumnus
Joined: Oct 2001
Posts: 26,326
Likes: 131
From: Northwest IN
Question.
If one saw the dyno numbers, 245 hp and 195.4 lbs-ft of torque, I bet they wouldn't say those are 12-second 1/4 mile numbers.
So HOW IN THE HELL does the NSX do it? Does it weigh 2000lbs or something? Gearing??? WHAT???
Curious.
If one saw the dyno numbers, 245 hp and 195.4 lbs-ft of torque, I bet they wouldn't say those are 12-second 1/4 mile numbers.
So HOW IN THE HELL does the NSX do it? Does it weigh 2000lbs or something? Gearing??? WHAT???
Curious.
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Bagged hybrid
Joined: Jan 2001
Posts: 1,498
Likes: 0
From: da bay
Thread Starter
Cost Drivers!!!!
Joined: Mar 2001
Posts: 19,392
Likes: 1
From: burbs of philly
Originally posted by Scrib
Question.
If one saw the dyno numbers, 245 hp and 195.4 lbs-ft of torque, I bet they wouldn't say those are 12-second 1/4 mile numbers.
So HOW IN THE HELL does the NSX do it? Does it weigh 2000lbs or something? Gearing??? WHAT???
Curious.
Question.
If one saw the dyno numbers, 245 hp and 195.4 lbs-ft of torque, I bet they wouldn't say those are 12-second 1/4 mile numbers.
So HOW IN THE HELL does the NSX do it? Does it weigh 2000lbs or something? Gearing??? WHAT???
Curious.
Thread Starter
Cost Drivers!!!!
Joined: Mar 2001
Posts: 19,392
Likes: 1
From: burbs of philly
Originally posted by allmotor_2000
I put down more power in the CL-S (3.2 SOHC), but couldn't run as quick!
I remember my NSX was a nighmare on the freeway!
I put down more power in the CL-S (3.2 SOHC), but couldn't run as quick!
I remember my NSX was a nighmare on the freeway!
Banned
Joined: Jan 2004
Posts: 7
Likes: 0
From: village of the banned!
Originally posted by Scrib
Question.
If one saw the dyno numbers, 245 hp and 195.4 lbs-ft of torque, I bet they wouldn't say those are 12-second 1/4 mile numbers.
So HOW IN THE HELL does the NSX do it? Does it weigh 2000lbs or something? Gearing??? WHAT???
Curious.
Question.
If one saw the dyno numbers, 245 hp and 195.4 lbs-ft of torque, I bet they wouldn't say those are 12-second 1/4 mile numbers.
So HOW IN THE HELL does the NSX do it? Does it weigh 2000lbs or something? Gearing??? WHAT???
Curious.
2. 8,000rpm REDLINE!
Full-Time IDIoT---DoH!!!
Joined: Jan 2002
Posts: 4,654
Likes: 16
From: DUMB ISLAND
btw,04 tl is only 22whp less than the nsx!
imagine when they upgrade the nsx and that'll allow them 2 go balls out w/the tl!
btw, anyone see how jeff mentioned that he thought that 285hp could easily be unlocked w/some tuning for the new tl? i wouldnt doubt it if it were 2 happen
imagine when they upgrade the nsx and that'll allow them 2 go balls out w/the tl!
btw, anyone see how jeff mentioned that he thought that 285hp could easily be unlocked w/some tuning for the new tl? i wouldnt doubt it if it were 2 happen
Bagged hybrid
Joined: Jan 2001
Posts: 1,498
Likes: 0
From: da bay
Originally posted by sgmotoring
My CL-S dyno more than that! So how can I lighten my car to 3150lbs without going on a diet? I want to run 12,s too.
My CL-S dyno more than that! So how can I lighten my car to 3150lbs without going on a diet? I want to run 12,s too.
Suzuka Master
Joined: Nov 2000
Posts: 7,388
Likes: 1
From: Ninth Gate & So Cal
One thing people forget is:
There are lots of moving parts in an engine and transaxle (or engine, tranny, rear end).
If you can get XXX HP from just pulling out a few lbs from a UR crankshaft pulley, what does that say about:
Lightweight crankshaft.
Titanium rods
Lightweight pistons.
Lightweight camshafts.
...
Basically attention to lowered reciprocating weight all over the engine, transmission, and driveline.
The rear wheel drive and low parasitic losses that come from a transaxle also don’t hurt either.
A Dynojet will only tell you part of the story. The weight of those rollers is fixed and can't be varied. Some cars show much better or worse performance than that represented by that shown on a given Dynojet dyno. The change in RPM per unit time is not accounted for...
In some cases, running some lightweight sports cars on a Dynojet is like checking out their towing capacity....
YMMV
There are lots of moving parts in an engine and transaxle (or engine, tranny, rear end).
If you can get XXX HP from just pulling out a few lbs from a UR crankshaft pulley, what does that say about:
Lightweight crankshaft.
Titanium rods
Lightweight pistons.
Lightweight camshafts.
...
Basically attention to lowered reciprocating weight all over the engine, transmission, and driveline.
The rear wheel drive and low parasitic losses that come from a transaxle also don’t hurt either.
A Dynojet will only tell you part of the story. The weight of those rollers is fixed and can't be varied. Some cars show much better or worse performance than that represented by that shown on a given Dynojet dyno. The change in RPM per unit time is not accounted for...
In some cases, running some lightweight sports cars on a Dynojet is like checking out their towing capacity....
YMMV
Instructor
Joined: Mar 2002
Posts: 110
Likes: 0
From: Earth
Nice stuff. But I find it odd that TOV always seems to get these wonderful performance and dyno numbers compared to any other automotive authority. So they are saying that the 04 NSX is with .1 - .2 second of being faster than the NSX-R, even though it weighs more??
Safety Car
Joined: Sep 2002
Posts: 4,426
Likes: 0
From: philly
They do seem to get ringers but the numbers are realistic.
#6 1999 ACURA NSX (Popular Mechanics)
This car surprised us all. Like the Porsche, Acura's sports car is set up more for decreasing radius turns than a dragstrip. In fact, it has the lowest horsepower rating in this test: 290 hp. Still, it finished ahead of more powerful machines because of its light weight and meticulous engineering.
The Acura's light weight comes from the use of aluminum in its structure, suspension and body. Our featherweight test car wasn't even the lightest available NSX model, the hardtop. We tested an NSX-T, the heaviest of the breed.
The meticulous engineering starts with that use of aluminum, and continues with the incredible refinement of this car's drivetrain. We were very surprised that the midengine NSX doesn't suffer from any wheelhop, which we attribute to its Torque Reactive Differential. It uses a multiplate clutch and helical-type planetary gears to keep each rear wheel spinning at the same speed. Getting this sports car off the line with plenty of rpm is no problem.
And boy, does this car like plenty of rpm. Its aluminum V6 engine, which features titanium connecting rods, redlines at 8000 rpm and really gives the driver a kick in the pants at 5800 rpm. That's when the Variable Valve Timing and Lift Electronic Control system (VTEC) engages the more radical camshaft lobes, and the exhaust note goes from subdued to extreme dude. Only the Ferrari does a better audio imitation of a Formula One car.
Rowing quickly through its transmission is a pleasure. The Acura's shifter is tight and direct. But like the Porsche, getting rubber on the gear changes with all that weight over the rear tires is impossible.
Test Summary:
Acura NSX
Base price: $88,000, Price as tested: $88,745
Engine: 3.2-liter/194.0 cu.-in. DOHC 24v V6
HP: 290 @ 7100 rpm, Torque: 224 ft.-lb. @ 5500 rpm
Trans: 4A, Drivetrain: midengine/rear drive
Final drive: 4.62:1 w/electronic traction control
Curb weight: 3160 lb, Weight/HP ratio: 10.9
HP/liter: 90.6, Tires: f: 215/45ZR16, r: 245/40ZR17
Acceleration: 0-30 mph: 1.94 sec. 0-60 mph: 4.97 sec.
1/4 mile: 13.17 sec. @ 107.65 mph
#6 1999 ACURA NSX (Popular Mechanics)
This car surprised us all. Like the Porsche, Acura's sports car is set up more for decreasing radius turns than a dragstrip. In fact, it has the lowest horsepower rating in this test: 290 hp. Still, it finished ahead of more powerful machines because of its light weight and meticulous engineering.
The Acura's light weight comes from the use of aluminum in its structure, suspension and body. Our featherweight test car wasn't even the lightest available NSX model, the hardtop. We tested an NSX-T, the heaviest of the breed.
The meticulous engineering starts with that use of aluminum, and continues with the incredible refinement of this car's drivetrain. We were very surprised that the midengine NSX doesn't suffer from any wheelhop, which we attribute to its Torque Reactive Differential. It uses a multiplate clutch and helical-type planetary gears to keep each rear wheel spinning at the same speed. Getting this sports car off the line with plenty of rpm is no problem.
And boy, does this car like plenty of rpm. Its aluminum V6 engine, which features titanium connecting rods, redlines at 8000 rpm and really gives the driver a kick in the pants at 5800 rpm. That's when the Variable Valve Timing and Lift Electronic Control system (VTEC) engages the more radical camshaft lobes, and the exhaust note goes from subdued to extreme dude. Only the Ferrari does a better audio imitation of a Formula One car.
Rowing quickly through its transmission is a pleasure. The Acura's shifter is tight and direct. But like the Porsche, getting rubber on the gear changes with all that weight over the rear tires is impossible.
Test Summary:
Acura NSX
Base price: $88,000, Price as tested: $88,745
Engine: 3.2-liter/194.0 cu.-in. DOHC 24v V6
HP: 290 @ 7100 rpm, Torque: 224 ft.-lb. @ 5500 rpm
Trans: 4A, Drivetrain: midengine/rear drive
Final drive: 4.62:1 w/electronic traction control
Curb weight: 3160 lb, Weight/HP ratio: 10.9
HP/liter: 90.6, Tires: f: 215/45ZR16, r: 245/40ZR17
Acceleration: 0-30 mph: 1.94 sec. 0-60 mph: 4.97 sec.
1/4 mile: 13.17 sec. @ 107.65 mph
Bleed Honda Blue
Joined: Sep 2003
Posts: 938
Likes: 3
From: Diamond Bar
Originally posted by heyitsme
They do seem to get ringers but the numbers are realistic.
Test Summary:
Acura NSX
Base price: $88,000, Price as tested: $88,745
Engine: 3.2-liter/194.0 cu.-in. DOHC 24v V6
HP: 290 @ 7100 rpm, Torque: 224 ft.-lb. @ 5500 rpm
Trans: 4A, Drivetrain: midengine/rear drive
Final drive: 4.62:1 w/electronic traction control
Curb weight: 3160 lb, Weight/HP ratio: 10.9
HP/liter: 90.6, Tires: f: 215/45ZR16, r: 245/40ZR17
Acceleration: 0-30 mph: 1.94 sec. 0-60 mph: 4.97 sec.
1/4 mile: 13.17 sec. @ 107.65 mph
They do seem to get ringers but the numbers are realistic.
Test Summary:
Acura NSX
Base price: $88,000, Price as tested: $88,745
Engine: 3.2-liter/194.0 cu.-in. DOHC 24v V6
HP: 290 @ 7100 rpm, Torque: 224 ft.-lb. @ 5500 rpm
Trans: 4A, Drivetrain: midengine/rear drive
Final drive: 4.62:1 w/electronic traction control
Curb weight: 3160 lb, Weight/HP ratio: 10.9
HP/liter: 90.6, Tires: f: 215/45ZR16, r: 245/40ZR17
Acceleration: 0-30 mph: 1.94 sec. 0-60 mph: 4.97 sec.
1/4 mile: 13.17 sec. @ 107.65 mph
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