Technical Writeup NSX
02-10-2003, 05:16 PM
#1
Cost Drivers!!!!
Thread Starter
Technical Writeup NSX
Some of you people need to get a clue and you know who you are! If by the end of reading this write don't understand the reason why the NSX costs as much as it does you need help. They only make 200 NSXs a year.
Improved aerodynamics to significantly increase
vehicle stability and cornering performance at high speeds
In order to endow the new NSX-R with outstanding high-speed performance, we turned our attention to aerodynamics and their effect on high-speed cornering power, braking, turn-in, and other aspects affecting vehicle controllability. This led us to a new technical approach called "aerodynamically-induced stability". In addition to increasing high-speed cornering power, we have also striven to improve vehicle control quality - the ease with which the driver can control the car, and thus exploit its full potential. This enabled the chassis to be tuned for reduced understeer at low to medium speeds. The resultant improved handling at both low and high speeds endows the New NSX-R with outstanding speed on all types of circuits.
Fundamentals behind downforce and aerodynamic stability
for improved high-speed vehicle handling
In order to endow the new NSX-R with outstanding high-speed performance, we turned our attention to aerodynamics and their effect on high-speed cornering power, braking, turn-in, and other aspects affecting vehicle controllability. This led us to a new technical approach called "aerodynamically-induced stability". In addition to increasing high-speed cornering power, we have also striven to improve vehicle control quality - the ease with which the driver can control the car, and thus exploit its full potential. This enabled the chassis to be tuned for reduced understeer at low to medium speeds. The resultant improved handling at both low and high speeds endows the New NSX-R with outstanding speed on all types of circuits.
The third advantage of downforce is that it helps reduce body roll as well as body pitch. This in turn helps reduce sudden variations in vertical forces applied to the tires at the limit, increasing vehicle stability in the wake of driver input. Vehicle behavior is also more linear near the limit of adhesion, contributing to increased driver control. In other words, creating downforce to press the vehicle onto the road as speed increases not only contributes to increased absolute cornering speed and thus absolute dynamic performance, but also significantly improves vehicle control quality as measured by response to driver inputs and vehicle stability at the limit. These are the fundamentals behind downforce and aerodynamic stability as a means to improved high-speed vehicle handling.
Relationship between vertical force and cornering force
As the vertical force applied to the tire increases, cornering force also increases. In other words, increasing the vertical force applied to the tire has the same effect as using larger tires.
The third advantage of downforce is that it helps reduce body roll as well as body pitch. This in turn helps reduce sudden variations in vertical forces applied to the tires at the limit, increasing vehicle stability in the wake of driver input. Vehicle behavior is also more linear near the limit of adhesion, contributing to increased driver control. In other words, creating downforce to press the vehicle onto the road as speed increases not only contributes to increased absolute cornering speed and thus absolute dynamic performance, but also significantly improves vehicle control quality as measured by response to driver inputs and vehicle stability at the limit. These are the fundamentals behind downforce and aerodynamic stability as a means to improved high-speed vehicle handling.
How downforce helps control changes in attitude
Downforce helps reduce body roll while cornering and body pitch during braking or acceleration. This also helps reduce sudden variations in vertical forces applied to the tires at the limit, for increased vehicle stability. Downforce not only increases dynamic performance, but also creates a more stable vehicle behavior environment for steering, throttle, and braking inputs.
Extensive circuit testing to determine the optimum
equilibrium between downforce and front-to-rear balance
In order to endow the new NSX-R with outstanding high-speed performance, we turned our attention to aerodynamics and their effect on high-speed cornering power, braking, turn-in, and other aspects affecting vehicle controllability. This led us to a new technical approach called "aerodynamically-induced stability". In addition to increasing high-speed cornering power, we have also striven to improve vehicle control quality - the ease with which the driver can control the car, and thus exploit its full potential. This enabled the chassis to be tuned for reduced understeer at low to medium speeds. The resultant improved handling at both low and high speeds endows the New NSX-R with outstanding speed on all types of circuits.
Downforce balance front to rear (Straight-line driving at constant speed)
By creating a downforce with the same front-to-rear balance as vehicle weight, changes in steering characteristics from low to high speeds remain well under control. At higher speeds this translates into a more linear response. More precise control of the vehicle helps the driver delve further into the cars potential.
The third advantage of downforce is that it helps reduce body roll as well as body pitch. This in turn helps reduce sudden variations in vertical forces applied to the tires at the limit, increasing vehicle stability in the wake of driver input. Vehicle behavior is also more linear near the limit of adhesion, contributing to increased driver control. In other words, creating downforce to press the vehicle onto the road as speed increases not only contributes to increased absolute cornering speed and thus absolute dynamic performance, but also significantly improves vehicle control quality as measured by response to driver inputs and vehicle stability at the limit. These are the fundamentals behind downforce and aerodynamic stability as a means to improved high-speed vehicle handling.
A front hood air duct:
the aerodynamic mechanism for creating downforce
At the rear, downforce is easily obtained using a wing-type spoiler. At the front, though, adding too big an aerodynamic device can negatively affect minimum ground clearance and/or the approach angle. Increased aerodynamic resistance resulting in reduced acceleration is also another example of the many problems associated with obtaining appropriate downforce in a road-going car.
The solution we chose was to design the underbody of the car as flat as possible to encourage smooth airflow under the car, maintaining airflow speed to create downforce. This method not only provides for adequate ground clearance and approach angle but also does not unduly increase the forward-protruding surface of the body. However, this led to a new problem: how to extract the airflow through the front radiator that had previously been channeled underneath the car?
Taking advantage of the car's mid-ship layout, an air duct was added in the front hood to provide the necessary extraction route. Longitudinal fins were also added to the outer left and right sides of the front under-cover tray to prevent the air passing under the car from entering the front wheel wells. Similarly, spats have been added to both sides of the air ducts to channel air passing through the ducts away from the wheel wells. The opening ratio under the front bumper has also been reduced to limit as much as possible the actual amount of air flowing through. All these innovations result in a smoother airflow both under the body and through the front hood, achieving the desired downforce.
No large aerodynamic appendage was required, helping maintain the original NSX's overall design and ensure a relatively low aerodynamic drag. Downforce was thus achieved without sacrificing top speed.
Wind tunnel tests have shown that when the car is at an angle relative to wind direction, the longitudinal fins of the front under-cover tray function in the same way as the chin spoiler, effectively reducing body lift and improving transient characteristics.
Wind tunnel testing
Cd (Drag coefficient): 0.32
Cl (Lift coefficient/overall): -0.100
Clf (Lift coefficient/ front): -0.040
Clr (Lift coefficient/rear): -0.060
Compared to the original NSX-R, this translates into an increase in vertical force acting on the front tires of 36.2kgf, and of 25.0kgf on the rear tires (test results measured at 180 km/h in both cases).
Extensive circuit testing to determine the optimum
equilibrium between downforce and front-to-rear balance
The air duct in the front hood could have been made simply by cutting an opening and trimming the edges with plastic. But because we wanted to maintain the beauty of the original design including the simplicity of line worthy of a car cut for speed like the NSX-R, and to reach the weight reduction target we had set for ourselves, we chose carbon fiber instead. The rear spoiler is similarly a single piece of carbon fiber designed to achieve the required downforce while maintaining a low drag coefficient in a simple shape embodying functionality and beauty.
Both parts are formed using an autoclave, a method more often seen in aircraft manufacture. Multiple layers of pre-pregs made of resin-impregnated carbon fibers are cured in a high-pressure oven to form the parts. The front hood is made of carbon Aramid fibers for added resistance to tearing. In the event of an accident, it is designed not to shatter into small pieces. During the laminating process, fibers are offset by 45 degrees, with each layer above and below being symmetrically angled to provide equal strength in all directions.
Nine to ten hours are required to complete the laminating process of each single part. After lamination, the whole lay-up is wrapped in a baking film, and a vacuum is applied to consolidate the laminate prior to curing for 2-3 hours in the autoclave at a pressure of two to three atmospheres. Once in the autoclave, it takes one hour to bring the part to temperature, while some five hours are required for the cooling down process. Air released from the resin when liquefying at high temperature is carefully bled off to form a strong CFRP (Carbon-Fiber Reinforced Plastic).
The front hood's outer skin is formed separately from the inner frame before being glued together. Glue thickness is strictly maintained at less than 0.5mm. The resultant strength is superior to that of the base materials. The rear spoiler is a hollow, one-piece molding made using a proprietary process developed in cooperation with a parts supplier.
Durability, a matter not normally emphasized in aerodynamic carbon fiber parts manufacture, has been pursued to the utmost. In all aspects of the product, durability on par with steel is achieved. The painting process has also been the object of painstaking attention, especially regarding the undercoating, with both parts undergoing a "5 coat/5 bake" process. For the front hood in particular, paint has been applied so as to let the roughness of the carbon fiber surface show through ever so slightly..
Outstanding cornering speeds achieved
under all conditions from high to low speeds
For ultimate speed on the circuit, a specially designed tire with an asymmetrical tread pattern was selected. At the same time, roll rigidity, performance envelope and response were all increased in the pursuit of further improved cornering speeds. The newly gained aerodynamic stability leads to improved high-speed stability, allowing the understeer setting previously adopted for low to medium cornering speeds to be reduced. Front turn-in response has also been increased toward a more controllable setting for the driver. To supplement the added speed, braking capacity has also been increased, particularly in the area of fade resistance on circuit runs. The anti-lock brake system has also been fine-tuned for even greater stability when braking hard at high speeds.
Combining high-speed stability with low-speed cornering performance
By contributing to increased high-speed stability, the aerodynamically induced downforce achieved in the New NSX-R has allowed the selection of a harder suspension setting to further increase cornering performance and overall dynamic performance.
Overall, the suspension is tuned to promote higher cornering limits and improved handling response. The first issue we addressed was roll rigidity, equipping the NSX-R with heavier-duty springs, new spring material for reduced weight, increased damping rates, larger stabilizer bars, reinforced damper mount and rear control arm bushings for a sharper, more responsive drive. The stabilizer bar bushing is now self-lubricating for increased rigidity, enhancing the stabilizer bar's effect.
Compared to the rear, the front suspension is tuned to increase road holding. Reduced understeer contributes to improved cornering behavior around tight bends, while aerodynamically-improved stability delivers superior performance at higher speeds, for further enhanced performance under all circuit conditions. LSD (limited-slip differential) pre-loading has been tuned to take into account the increased cornering performance provided by aerodynamic downforce, for improved traction. Body rigidity has also been fine-tuned, with the adoption once again of front and rear tower bars. Although the front tower bar is the same as that of the original NSX-R, the rear one has been thickened from t1.0mm to t2.3mm over the original setting, for increased rear roll rigidity.
The dampers have also seen their damping rate increased, although particular attention has been paid this time to damping characteristics for minor inputs at very low speeds, with the objective of further smoothing out minor vibrations. The pistons used in the dampers are now polished to minimize production tolerances and reduce differences from damper to damper.
Extensive circuit testing to determine the optimum
equilibrium between downforce and front-to-rear balance
In order to endow the new NSX-R with outstanding high-speed performance, we turned our attention to aerodynamics and their effect on high-speed cornering power, braking, turn-in, and other aspects affecting vehicle controllability. This led us to a new technical approach called "aerodynamically-induced stability". In addition to increasing high-speed cornering power, we have also striven to improve vehicle control quality - the ease with which the driver can control the car, and thus exploit its full potential. This enabled the chassis to be tuned for reduced understeer at low to medium speeds. The resultant improved handling at both low and high speeds endows the New NSX-R with outstanding speed on all types of circuits.
The third advantage of downforce is that it helps reduce body roll as well as body pitch. This in turn helps reduce sudden variations in vertical forces applied to the tires at the limit, increasing vehicle stability in the wake of driver input. Vehicle behavior is also more linear near the limit of adhesion, contributing to increased driver control. In other words, creating downforce to press the vehicle onto the road as speed increases not only contributes to increased absolute cornering speed and thus absolute dynamic performance, but also significantly improves vehicle control quality as measured by response to driver inputs and vehicle stability at the limit. These are the fundamentals behind downforce and aerodynamic stability as a means to improved high-speed vehicle handling.
Further-honed engine response
Even more linear throttle response
In addition to aerodynamically-induced stability, the ultimate in vehicle control calls for further detailed tuning to bring man and machine even closer together. Drawing upon know-how acquired through racing at Le Mans and in the Japanese GT Championship, time-consuming high precision production methods have been adopted to create an even better engine feel. We also worked to improve the feeling of linearity between throttle operation and the resultant variation in torque output
Blueprinting and balancing of the crankcase assembly for engine feel and response that will set your heart pounding
The engine employs the same kind of high precision dynamic balanced clutch cover, fly wheel, and pulley assembly as is used in racing engines. Highly qualified veteran technicians check each assembly with a balancer, pruning away tiny specks of metal with their high precision drill. Rotating weight tolerance is reduced to below 1/10 that of the base NSX, to correspond to the same exacting standards used in racing.
To obtain the maximum effect of this high-precision balancing, weight tolerances of the piston and connecting rod pairs are controlled to within about half that of the base model, just as in the original NSX-R. Crankcase-side and engine block-side main journal diameters are measured, and those having the same bearing metal thickness are combined to increase metal clearance precision and reduce friction. The adoption of these and other time-consuming methods normally unheard of in mass-production imbue the New NSX-R's engine with
Drive By Wire system and accelerator pedal stroke circuit-tuned, for improved throttle response
Circuit testing has been extensively employed to tune throttle linearity and response as part of the ongoing effort to improve vehicle control quality.
The electronically-controlled Drive by Wire (DBW) throttle has been tuned to reach full throttle at a pedal angle reduced from the previous 81 degrees to 68 degrees, resulting in an accelerator pedal stroke reduction of some 8mm. At the same time, pedal control has been tuned for increased pedal weight. The result is a more solid pedal feel with a more instantaneous, direct throttle response. Even if the driver's foot is jarred by outside forces on the circuit, the system has been tuned not to drastically change the throttle angle.
The final drive gear ratio has been lowered by 4.1% and combined to a close-ratio 6-speed gearbox for sharper engine pick-up and exhilarating throttle response. (All figures relative to base model.)
vehicle stability and cornering performance at high speeds
In order to endow the new NSX-R with outstanding high-speed performance, we turned our attention to aerodynamics and their effect on high-speed cornering power, braking, turn-in, and other aspects affecting vehicle controllability. This led us to a new technical approach called "aerodynamically-induced stability". In addition to increasing high-speed cornering power, we have also striven to improve vehicle control quality - the ease with which the driver can control the car, and thus exploit its full potential. This enabled the chassis to be tuned for reduced understeer at low to medium speeds. The resultant improved handling at both low and high speeds endows the New NSX-R with outstanding speed on all types of circuits.
Fundamentals behind downforce and aerodynamic stability
for improved high-speed vehicle handling
In order to endow the new NSX-R with outstanding high-speed performance, we turned our attention to aerodynamics and their effect on high-speed cornering power, braking, turn-in, and other aspects affecting vehicle controllability. This led us to a new technical approach called "aerodynamically-induced stability". In addition to increasing high-speed cornering power, we have also striven to improve vehicle control quality - the ease with which the driver can control the car, and thus exploit its full potential. This enabled the chassis to be tuned for reduced understeer at low to medium speeds. The resultant improved handling at both low and high speeds endows the New NSX-R with outstanding speed on all types of circuits.
The third advantage of downforce is that it helps reduce body roll as well as body pitch. This in turn helps reduce sudden variations in vertical forces applied to the tires at the limit, increasing vehicle stability in the wake of driver input. Vehicle behavior is also more linear near the limit of adhesion, contributing to increased driver control. In other words, creating downforce to press the vehicle onto the road as speed increases not only contributes to increased absolute cornering speed and thus absolute dynamic performance, but also significantly improves vehicle control quality as measured by response to driver inputs and vehicle stability at the limit. These are the fundamentals behind downforce and aerodynamic stability as a means to improved high-speed vehicle handling.
Relationship between vertical force and cornering force
As the vertical force applied to the tire increases, cornering force also increases. In other words, increasing the vertical force applied to the tire has the same effect as using larger tires.
The third advantage of downforce is that it helps reduce body roll as well as body pitch. This in turn helps reduce sudden variations in vertical forces applied to the tires at the limit, increasing vehicle stability in the wake of driver input. Vehicle behavior is also more linear near the limit of adhesion, contributing to increased driver control. In other words, creating downforce to press the vehicle onto the road as speed increases not only contributes to increased absolute cornering speed and thus absolute dynamic performance, but also significantly improves vehicle control quality as measured by response to driver inputs and vehicle stability at the limit. These are the fundamentals behind downforce and aerodynamic stability as a means to improved high-speed vehicle handling.
How downforce helps control changes in attitude
Downforce helps reduce body roll while cornering and body pitch during braking or acceleration. This also helps reduce sudden variations in vertical forces applied to the tires at the limit, for increased vehicle stability. Downforce not only increases dynamic performance, but also creates a more stable vehicle behavior environment for steering, throttle, and braking inputs.
Extensive circuit testing to determine the optimum
equilibrium between downforce and front-to-rear balance
In order to endow the new NSX-R with outstanding high-speed performance, we turned our attention to aerodynamics and their effect on high-speed cornering power, braking, turn-in, and other aspects affecting vehicle controllability. This led us to a new technical approach called "aerodynamically-induced stability". In addition to increasing high-speed cornering power, we have also striven to improve vehicle control quality - the ease with which the driver can control the car, and thus exploit its full potential. This enabled the chassis to be tuned for reduced understeer at low to medium speeds. The resultant improved handling at both low and high speeds endows the New NSX-R with outstanding speed on all types of circuits.
Downforce balance front to rear (Straight-line driving at constant speed)
By creating a downforce with the same front-to-rear balance as vehicle weight, changes in steering characteristics from low to high speeds remain well under control. At higher speeds this translates into a more linear response. More precise control of the vehicle helps the driver delve further into the cars potential.
The third advantage of downforce is that it helps reduce body roll as well as body pitch. This in turn helps reduce sudden variations in vertical forces applied to the tires at the limit, increasing vehicle stability in the wake of driver input. Vehicle behavior is also more linear near the limit of adhesion, contributing to increased driver control. In other words, creating downforce to press the vehicle onto the road as speed increases not only contributes to increased absolute cornering speed and thus absolute dynamic performance, but also significantly improves vehicle control quality as measured by response to driver inputs and vehicle stability at the limit. These are the fundamentals behind downforce and aerodynamic stability as a means to improved high-speed vehicle handling.
A front hood air duct:
the aerodynamic mechanism for creating downforce
At the rear, downforce is easily obtained using a wing-type spoiler. At the front, though, adding too big an aerodynamic device can negatively affect minimum ground clearance and/or the approach angle. Increased aerodynamic resistance resulting in reduced acceleration is also another example of the many problems associated with obtaining appropriate downforce in a road-going car.
The solution we chose was to design the underbody of the car as flat as possible to encourage smooth airflow under the car, maintaining airflow speed to create downforce. This method not only provides for adequate ground clearance and approach angle but also does not unduly increase the forward-protruding surface of the body. However, this led to a new problem: how to extract the airflow through the front radiator that had previously been channeled underneath the car?
Taking advantage of the car's mid-ship layout, an air duct was added in the front hood to provide the necessary extraction route. Longitudinal fins were also added to the outer left and right sides of the front under-cover tray to prevent the air passing under the car from entering the front wheel wells. Similarly, spats have been added to both sides of the air ducts to channel air passing through the ducts away from the wheel wells. The opening ratio under the front bumper has also been reduced to limit as much as possible the actual amount of air flowing through. All these innovations result in a smoother airflow both under the body and through the front hood, achieving the desired downforce.
No large aerodynamic appendage was required, helping maintain the original NSX's overall design and ensure a relatively low aerodynamic drag. Downforce was thus achieved without sacrificing top speed.
Wind tunnel tests have shown that when the car is at an angle relative to wind direction, the longitudinal fins of the front under-cover tray function in the same way as the chin spoiler, effectively reducing body lift and improving transient characteristics.
Wind tunnel testing
Cd (Drag coefficient): 0.32
Cl (Lift coefficient/overall): -0.100
Clf (Lift coefficient/ front): -0.040
Clr (Lift coefficient/rear): -0.060
Compared to the original NSX-R, this translates into an increase in vertical force acting on the front tires of 36.2kgf, and of 25.0kgf on the rear tires (test results measured at 180 km/h in both cases).
Extensive circuit testing to determine the optimum
equilibrium between downforce and front-to-rear balance
The air duct in the front hood could have been made simply by cutting an opening and trimming the edges with plastic. But because we wanted to maintain the beauty of the original design including the simplicity of line worthy of a car cut for speed like the NSX-R, and to reach the weight reduction target we had set for ourselves, we chose carbon fiber instead. The rear spoiler is similarly a single piece of carbon fiber designed to achieve the required downforce while maintaining a low drag coefficient in a simple shape embodying functionality and beauty.
Both parts are formed using an autoclave, a method more often seen in aircraft manufacture. Multiple layers of pre-pregs made of resin-impregnated carbon fibers are cured in a high-pressure oven to form the parts. The front hood is made of carbon Aramid fibers for added resistance to tearing. In the event of an accident, it is designed not to shatter into small pieces. During the laminating process, fibers are offset by 45 degrees, with each layer above and below being symmetrically angled to provide equal strength in all directions.
Nine to ten hours are required to complete the laminating process of each single part. After lamination, the whole lay-up is wrapped in a baking film, and a vacuum is applied to consolidate the laminate prior to curing for 2-3 hours in the autoclave at a pressure of two to three atmospheres. Once in the autoclave, it takes one hour to bring the part to temperature, while some five hours are required for the cooling down process. Air released from the resin when liquefying at high temperature is carefully bled off to form a strong CFRP (Carbon-Fiber Reinforced Plastic).
The front hood's outer skin is formed separately from the inner frame before being glued together. Glue thickness is strictly maintained at less than 0.5mm. The resultant strength is superior to that of the base materials. The rear spoiler is a hollow, one-piece molding made using a proprietary process developed in cooperation with a parts supplier.
Durability, a matter not normally emphasized in aerodynamic carbon fiber parts manufacture, has been pursued to the utmost. In all aspects of the product, durability on par with steel is achieved. The painting process has also been the object of painstaking attention, especially regarding the undercoating, with both parts undergoing a "5 coat/5 bake" process. For the front hood in particular, paint has been applied so as to let the roughness of the carbon fiber surface show through ever so slightly..
Outstanding cornering speeds achieved
under all conditions from high to low speeds
For ultimate speed on the circuit, a specially designed tire with an asymmetrical tread pattern was selected. At the same time, roll rigidity, performance envelope and response were all increased in the pursuit of further improved cornering speeds. The newly gained aerodynamic stability leads to improved high-speed stability, allowing the understeer setting previously adopted for low to medium cornering speeds to be reduced. Front turn-in response has also been increased toward a more controllable setting for the driver. To supplement the added speed, braking capacity has also been increased, particularly in the area of fade resistance on circuit runs. The anti-lock brake system has also been fine-tuned for even greater stability when braking hard at high speeds.
Combining high-speed stability with low-speed cornering performance
By contributing to increased high-speed stability, the aerodynamically induced downforce achieved in the New NSX-R has allowed the selection of a harder suspension setting to further increase cornering performance and overall dynamic performance.
Overall, the suspension is tuned to promote higher cornering limits and improved handling response. The first issue we addressed was roll rigidity, equipping the NSX-R with heavier-duty springs, new spring material for reduced weight, increased damping rates, larger stabilizer bars, reinforced damper mount and rear control arm bushings for a sharper, more responsive drive. The stabilizer bar bushing is now self-lubricating for increased rigidity, enhancing the stabilizer bar's effect.
Compared to the rear, the front suspension is tuned to increase road holding. Reduced understeer contributes to improved cornering behavior around tight bends, while aerodynamically-improved stability delivers superior performance at higher speeds, for further enhanced performance under all circuit conditions. LSD (limited-slip differential) pre-loading has been tuned to take into account the increased cornering performance provided by aerodynamic downforce, for improved traction. Body rigidity has also been fine-tuned, with the adoption once again of front and rear tower bars. Although the front tower bar is the same as that of the original NSX-R, the rear one has been thickened from t1.0mm to t2.3mm over the original setting, for increased rear roll rigidity.
The dampers have also seen their damping rate increased, although particular attention has been paid this time to damping characteristics for minor inputs at very low speeds, with the objective of further smoothing out minor vibrations. The pistons used in the dampers are now polished to minimize production tolerances and reduce differences from damper to damper.
Extensive circuit testing to determine the optimum
equilibrium between downforce and front-to-rear balance
In order to endow the new NSX-R with outstanding high-speed performance, we turned our attention to aerodynamics and their effect on high-speed cornering power, braking, turn-in, and other aspects affecting vehicle controllability. This led us to a new technical approach called "aerodynamically-induced stability". In addition to increasing high-speed cornering power, we have also striven to improve vehicle control quality - the ease with which the driver can control the car, and thus exploit its full potential. This enabled the chassis to be tuned for reduced understeer at low to medium speeds. The resultant improved handling at both low and high speeds endows the New NSX-R with outstanding speed on all types of circuits.
The third advantage of downforce is that it helps reduce body roll as well as body pitch. This in turn helps reduce sudden variations in vertical forces applied to the tires at the limit, increasing vehicle stability in the wake of driver input. Vehicle behavior is also more linear near the limit of adhesion, contributing to increased driver control. In other words, creating downforce to press the vehicle onto the road as speed increases not only contributes to increased absolute cornering speed and thus absolute dynamic performance, but also significantly improves vehicle control quality as measured by response to driver inputs and vehicle stability at the limit. These are the fundamentals behind downforce and aerodynamic stability as a means to improved high-speed vehicle handling.
Further-honed engine response
Even more linear throttle response
In addition to aerodynamically-induced stability, the ultimate in vehicle control calls for further detailed tuning to bring man and machine even closer together. Drawing upon know-how acquired through racing at Le Mans and in the Japanese GT Championship, time-consuming high precision production methods have been adopted to create an even better engine feel. We also worked to improve the feeling of linearity between throttle operation and the resultant variation in torque output
Blueprinting and balancing of the crankcase assembly for engine feel and response that will set your heart pounding
The engine employs the same kind of high precision dynamic balanced clutch cover, fly wheel, and pulley assembly as is used in racing engines. Highly qualified veteran technicians check each assembly with a balancer, pruning away tiny specks of metal with their high precision drill. Rotating weight tolerance is reduced to below 1/10 that of the base NSX, to correspond to the same exacting standards used in racing.
To obtain the maximum effect of this high-precision balancing, weight tolerances of the piston and connecting rod pairs are controlled to within about half that of the base model, just as in the original NSX-R. Crankcase-side and engine block-side main journal diameters are measured, and those having the same bearing metal thickness are combined to increase metal clearance precision and reduce friction. The adoption of these and other time-consuming methods normally unheard of in mass-production imbue the New NSX-R's engine with
Drive By Wire system and accelerator pedal stroke circuit-tuned, for improved throttle response
Circuit testing has been extensively employed to tune throttle linearity and response as part of the ongoing effort to improve vehicle control quality.
The electronically-controlled Drive by Wire (DBW) throttle has been tuned to reach full throttle at a pedal angle reduced from the previous 81 degrees to 68 degrees, resulting in an accelerator pedal stroke reduction of some 8mm. At the same time, pedal control has been tuned for increased pedal weight. The result is a more solid pedal feel with a more instantaneous, direct throttle response. Even if the driver's foot is jarred by outside forces on the circuit, the system has been tuned not to drastically change the throttle angle.
The final drive gear ratio has been lowered by 4.1% and combined to a close-ratio 6-speed gearbox for sharper engine pick-up and exhilarating throttle response. (All figures relative to base model.)
02-10-2003, 05:31 PM
#2
Safety Car
No wonder these cars can go over 200K miles just with regular oil-changes and one timing-belt/water-pump replacement!!
Honestly... of all my cars, the NSX was definately the smoothest-running motor throughout the RPM band... the only thing equivalent was my civic motor (custom-built B20C5).
Honestly... of all my cars, the NSX was definately the smoothest-running motor throughout the RPM band... the only thing equivalent was my civic motor (custom-built B20C5).
02-10-2003, 05:37 PM
#3
Suzuka Master
Join Date: Nov 2001
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Originally posted by allmotor_2000
No wonder these cars can go over 200K miles just with regular oil-changes and one timing-belt/water-pump replacement!!
Honestly... of all my cars, the NSX was definately the smoothest-running motor throughout the RPM band... the only thing equivalent was my civic motor (custom-built B20C5).
No wonder these cars can go over 200K miles just with regular oil-changes and one timing-belt/water-pump replacement!!
Honestly... of all my cars, the NSX was definately the smoothest-running motor throughout the RPM band... the only thing equivalent was my civic motor (custom-built B20C5).
exterior and performance is great i just dont like the interiors style. looks too plain to me
sidemarker
02-10-2003, 06:04 PM
#4
Safety Car
Actually resale sucks for the first 5 years of ownership... 90K to like 45K easily.
However... I saw a $2K drop in my car over the 2.8 years and 35K miles I put on it. Albeit, I did do some maintenance which came to around $3K... so a total of $5K over nearly 3 years isn't bad! That's like $138 / month to own the car... not a bad payment!
However... I saw a $2K drop in my car over the 2.8 years and 35K miles I put on it. Albeit, I did do some maintenance which came to around $3K... so a total of $5K over nearly 3 years isn't bad! That's like $138 / month to own the car... not a bad payment!
02-10-2003, 08:21 PM
#7
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Join Date: Oct 2001
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awesome information. may i ask where you got this? i'm an engineering student, and this kind of information is damn near impossible to find. i'm willing to pay any fees for access to any information. thanks.
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02-10-2003, 08:24 PM
#8
Cost Drivers!!!!
Thread Starter
Originally posted by zeeshan282
awesome information. may i ask where you got this? i'm an engineering student, and this kind of information is damn near impossible to find. i'm willing to pay any fees for access to any information. thanks.
awesome information. may i ask where you got this? i'm an engineering student, and this kind of information is damn near impossible to find. i'm willing to pay any fees for access to any information. thanks.
FREEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEE
02-10-2003, 08:50 PM
#9
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I didnt feel like reading this, im already well versed in my nsx info, and fully understand why it is priced so high.
The thing is, when people say its a 90k car, granted thats the sticker, but you can go into pritty much any dealer and get this car for 75k without a problem. If you doubt me just check over on nsxprime.com, they talk about that alot...and they got great and very informative site/fourms over there, if anyone is interested in this car id say check out that site, all the info you could ever want on the nsx.
The thing is, when people say its a 90k car, granted thats the sticker, but you can go into pritty much any dealer and get this car for 75k without a problem. If you doubt me just check over on nsxprime.com, they talk about that alot...and they got great and very informative site/fourms over there, if anyone is interested in this car id say check out that site, all the info you could ever want on the nsx.
02-10-2003, 09:06 PM
#11
Suzuka Master
Nice tech info and some tire comments...
All that "little stuff" is like race prepping a track vehicle -- it costs $$$.
A link with "part of the tire picture":
http://www.physlink.com/Education/AskExperts/ae200.cfm
See the quote from the NSX article (at the top of this thread): As the vertical force applied to the tire increases, cornering force also increases. In other words, increasing the vertical force applied to the tire has the same effect as using larger tires.
There is a possible misconception regarding down force and cornering vis-ŕ-vis larger tires. There is a point where increasing tire width will NOT help handling. OTOH, the down force with limited drag is a win-win in the handling and speed department. As you increase the width of a tire, you decrease the weight loading per square inch (this is good up to a point). Ideal frictional force is dependent on corner weight (mass * gravity) / area. Keep increasing tire area, and the force per unit area goes down. If not for the properties of tire compounds, wide tires would be a waste of time and money. The rubber compounds non-linear friction coefficient and construction get involved and have limits.
Any of the cars that are well designed to actually handle BETTER at higher speeds are VERY expensive (and I'm not talking about wings that look like elephant ears!).
BTW -- nice article!!!! I love good underbody aero design and design by finesse!
A link with "part of the tire picture":
http://www.physlink.com/Education/AskExperts/ae200.cfm
See the quote from the NSX article (at the top of this thread): As the vertical force applied to the tire increases, cornering force also increases. In other words, increasing the vertical force applied to the tire has the same effect as using larger tires.
There is a possible misconception regarding down force and cornering vis-ŕ-vis larger tires. There is a point where increasing tire width will NOT help handling. OTOH, the down force with limited drag is a win-win in the handling and speed department. As you increase the width of a tire, you decrease the weight loading per square inch (this is good up to a point). Ideal frictional force is dependent on corner weight (mass * gravity) / area. Keep increasing tire area, and the force per unit area goes down. If not for the properties of tire compounds, wide tires would be a waste of time and money. The rubber compounds non-linear friction coefficient and construction get involved and have limits.
Any of the cars that are well designed to actually handle BETTER at higher speeds are VERY expensive (and I'm not talking about wings that look like elephant ears!).
BTW -- nice article!!!! I love good underbody aero design and design by finesse!
02-10-2003, 10:59 PM
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Originally posted by Nashua_Night_Hawk
If it is up to me and willing to pay more than $75K I would select the M5 or RS6!
If it is up to me and willing to pay more than $75K I would select the M5 or RS6!
08-20-2003, 12:59 PM
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its a bunch of babble.....all of this SAME testing, research, engineering goes into the Viper, Z06, cars like the M5, RS6, and the list goes on. the NSX isnt the only car that gets put in a wind tunnel or goes through pain-staking testing and observation and so forth. give me a break, this article, while interesting and informative, proves nothing.
FACT: The NSX is not worth its asking price...on the used market, hell ya, a 35,000 dollar 96 NSX with low mileage is awesome...a 90k 2002 NSX is not.
FACT: the Viper will smoke the shit out of an NSX in any type of performance comparison under the sun given the same atmostpheric conditions, track conditions and driver.
FACT: hand built or not, 290 hp is a joke and is one of the major things holding back the NSX from actually being exotic. like i said in the other thread....if mid-engine = exotic, then a PONTIAC FIERO is exotic!!!
FACT: The NSX is not worth its asking price...on the used market, hell ya, a 35,000 dollar 96 NSX with low mileage is awesome...a 90k 2002 NSX is not.
FACT: the Viper will smoke the shit out of an NSX in any type of performance comparison under the sun given the same atmostpheric conditions, track conditions and driver.
FACT: hand built or not, 290 hp is a joke and is one of the major things holding back the NSX from actually being exotic. like i said in the other thread....if mid-engine = exotic, then a PONTIAC FIERO is exotic!!!
08-20-2003, 01:22 PM
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Originally posted by jimcol711
its a bunch of babble.....all of this SAME testing, research, engineering goes into the Viper, Z06, cars like the M5, RS6, and the list goes on. the NSX isnt the only car that gets put in a wind tunnel or goes through pain-staking testing and observation and so forth. give me a break, this article, while interesting and informative, proves nothing.
FACT: The NSX is not worth its asking price...on the used market, hell ya, a 35,000 dollar 96 NSX with low mileage is awesome...a 90k 2002 NSX is not.
FACT: the Viper will smoke the shit out of an NSX in any type of performance comparison under the sun given the same atmostpheric conditions, track conditions and driver.
FACT: hand built or not, 290 hp is a joke and is one of the major things holding back the NSX from actually being exotic. like i said in the other thread....if mid-engine = exotic, then a PONTIAC FIERO is exotic!!!
its a bunch of babble.....all of this SAME testing, research, engineering goes into the Viper, Z06, cars like the M5, RS6, and the list goes on. the NSX isnt the only car that gets put in a wind tunnel or goes through pain-staking testing and observation and so forth. give me a break, this article, while interesting and informative, proves nothing.
FACT: The NSX is not worth its asking price...on the used market, hell ya, a 35,000 dollar 96 NSX with low mileage is awesome...a 90k 2002 NSX is not.
FACT: the Viper will smoke the shit out of an NSX in any type of performance comparison under the sun given the same atmostpheric conditions, track conditions and driver.
FACT: hand built or not, 290 hp is a joke and is one of the major things holding back the NSX from actually being exotic. like i said in the other thread....if mid-engine = exotic, then a PONTIAC FIERO is exotic!!!
who the fuck other than honda can build a 290HP all motor v6?
i love the z06 but cmon dude..a viper and a z06... don't have an ounce of NSX class.
you need to go jump in an NSX for a second jim.
08-20-2003, 01:35 PM
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beleive it or not, ive driven an NSX before, it was a black automatic one, not sure of the year.
im not sayin its not a sweet car, fuck id love to have one but my points still stand.
ill agree with you about the Z06 not having all that much class, dbox, but come on, that new viper is just fucking INSANE!! it looks so agressive and intimidating and jawdropping. and sounds even better than the older gen. that new viper has 10 times the "awe" factor of an NSX
im not sayin its not a sweet car, fuck id love to have one but my points still stand.
ill agree with you about the Z06 not having all that much class, dbox, but come on, that new viper is just fucking INSANE!! it looks so agressive and intimidating and jawdropping. and sounds even better than the older gen. that new viper has 10 times the "awe" factor of an NSX
08-20-2003, 01:37 PM
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Not arguing the NSX's exclusivity...it's definitely an exotic in my book.
However, if Honda can pull 200 hp out of the little TSX engine and 260 out of our 3.2...they should pull 300+ easily for the cost of the NSX...
Aerodynamics are great etc, but the car has looked & been equipped nearly the same for 10 years. That's rather dissapointing. Hell, even the POS Viper got a semi-major re-working after only a few years on the market. Seems that Honda is just being lazy.
I'm sure with their engineering, they could still improve on that car & should for it's pricetag.
However, if Honda can pull 200 hp out of the little TSX engine and 260 out of our 3.2...they should pull 300+ easily for the cost of the NSX...
Aerodynamics are great etc, but the car has looked & been equipped nearly the same for 10 years. That's rather dissapointing. Hell, even the POS Viper got a semi-major re-working after only a few years on the market. Seems that Honda is just being lazy.
I'm sure with their engineering, they could still improve on that car & should for it's pricetag.
08-20-2003, 01:37 PM
#22
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Maybe it's just me...but, if you think the NSX has a lousy interior, have you gone and seen any Ferrari or TVR interiors lately? I think those are not all that great either!
08-20-2003, 01:38 PM
#23
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Originally posted by jimcol711
beleive it or not, ive driven an NSX before, it was a black automatic one, not sure of the year.
im not sayin its not a sweet car, fuck id love to have one but my points still stand.
ill agree with you about the Z06 not having all that much class, dbox, but come on, that new viper is just fucking INSANE!! it looks so agressive and intimidating and jawdropping. and sounds even better than the older gen. that new viper has 10 times the "awe" factor of an NSX
beleive it or not, ive driven an NSX before, it was a black automatic one, not sure of the year.
im not sayin its not a sweet car, fuck id love to have one but my points still stand.
ill agree with you about the Z06 not having all that much class, dbox, but come on, that new viper is just fucking INSANE!! it looks so agressive and intimidating and jawdropping. and sounds even better than the older gen. that new viper has 10 times the "awe" factor of an NSX
08-20-2003, 01:43 PM
#24
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Originally posted by dbox
i cant fucking believe this one...
who the fuck other than honda can build a 290HP all motor v6?
i love the z06 but cmon dude..a viper and a z06... don't have an ounce of NSX class.
you need to go jump in an NSX for a second jim.
i cant fucking believe this one...
who the fuck other than honda can build a 290HP all motor v6?
i love the z06 but cmon dude..a viper and a z06... don't have an ounce of NSX class.
you need to go jump in an NSX for a second jim.
while i love the NSX, the bmw m3 is an all motor inline v6 w/ 333, a bit more in euro spec, I think like 5hp more
08-20-2003, 02:03 PM
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Originally posted by NOVAwhiteTypeS
while i love the NSX, the bmw m3 is an all motor inline v6 w/ 333, a bit more in euro spec, I think like 5hp more
while i love the NSX, the bmw m3 is an all motor inline v6 w/ 333, a bit more in euro spec, I think like 5hp more
and i think it is because of the fuel over there being of higher octane....again, i THINK this is why.
08-20-2003, 02:14 PM
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Originally posted by NOVAwhiteTypeS
while i love the NSX, the bmw m3 is an all motor inline v6 w/ 333, a bit more in euro spec, I think like 5hp more
while i love the NSX, the bmw m3 is an all motor inline v6 w/ 333, a bit more in euro spec, I think like 5hp more
inline v6?
the nsx has also been out forever...the m3 is new. honda can work an engine far better than bmw.
08-20-2003, 02:57 PM
#29
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A porsche also has 320hp and its a 6.
I dont know why this topic gets out of hand everytime bad mouths the NSX. This is a car that very few people in the world own so how can people actually comment on something they have never owned, driven, or in some cases seen in person??? My opinion, its a good, solid cars but its simply outdated. If this was 1992, it would be awesome. But theyre are too many cars that can outperform it and are a whole lot cheaper. When the new NSX comes out if they can still keep the same type of car ("class and reliability") and increase its performance but keep it close to the same $$$, that will be a hell of a car.
I dont know why this topic gets out of hand everytime bad mouths the NSX. This is a car that very few people in the world own so how can people actually comment on something they have never owned, driven, or in some cases seen in person??? My opinion, its a good, solid cars but its simply outdated. If this was 1992, it would be awesome. But theyre are too many cars that can outperform it and are a whole lot cheaper. When the new NSX comes out if they can still keep the same type of car ("class and reliability") and increase its performance but keep it close to the same $$$, that will be a hell of a car.
08-20-2003, 03:12 PM
#30
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I have couple of mpeg that want to share you guys.
*Right click and save as*
Corvette vs NSX
NSX-R vs GT-R NSX vs Ferrari 355
NSX vs Porsche 911
*Right click and save as*
Corvette vs NSX
NSX-R vs GT-R NSX vs Ferrari 355
NSX vs Porsche 911
08-20-2003, 03:26 PM
#31
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Originally posted by cob3683
My opinion, its a good, solid cars but its simply outdated. If this was 1992, it would be awesome. But theyre are too many cars that can outperform it and are a whole lot cheaper. When the new NSX comes out if they can still keep the same type of car ("class and reliability") and increase its performance but keep it close to the same $$$, that will be a hell of a car.
My opinion, its a good, solid cars but its simply outdated. If this was 1992, it would be awesome. But theyre are too many cars that can outperform it and are a whole lot cheaper. When the new NSX comes out if they can still keep the same type of car ("class and reliability") and increase its performance but keep it close to the same $$$, that will be a hell of a car.
08-20-2003, 03:31 PM
#32
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Originally posted by chris3240929
Hell, even the POS Viper got a semi-major re-working after only a few years on the market.
Hell, even the POS Viper got a semi-major re-working after only a few years on the market.
I still think the NSX is grossly overpriced, for $90k they can go fly a kite.
08-20-2003, 03:50 PM
#34
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anyone who would call a viper, z06, or nsx a POS is just plain talking out of their ass.
despite the differences, they're all awesome cars in their own right.
and yes, the nsx is grossly overpriced.
despite the differences, they're all awesome cars in their own right.
and yes, the nsx is grossly overpriced.
08-20-2003, 03:55 PM
#35
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Originally posted by CCType-S
I have couple of mpeg that want to share you guys.
*Right click and save as*
Corvette vs NSX
I have couple of mpeg that want to share you guys.
*Right click and save as*
Corvette vs NSX
08-20-2003, 05:14 PM
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Originally posted by Beltfed
The Viper is not a POS you moron, I have had more f*ing problems with my Acura than the Viper (which has never been to the dealer for a technical issue).
I still think the NSX is grossly overpriced, for $90k they can go fly a kite.
The Viper is not a POS you moron, I have had more f*ing problems with my Acura than the Viper (which has never been to the dealer for a technical issue).
I still think the NSX is grossly overpriced, for $90k they can go fly a kite.
Anybody can jam a 500hp motor into a sled & make impressive numbers. Dodge just has never been my cup o tea.
Doesn't make me a moron.
08-20-2003, 06:07 PM
#40
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Originally posted by Beltfed
I have had more f*ing problems with my Acura than the Viper (which has never been to the dealer for a technical issue).
I have had more f*ing problems with my Acura than the Viper (which has never been to the dealer for a technical issue).