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No no... It does have cooled seats, there's just not an easy way to activate them. To do so, follow these four easy steps:
1. While the car is running, rev the engine to JUST below redline.
2. If you are wearing a seatbelt, unbuckle it.
3. Wave your arms in thr air like you just don't care.
4. Put the car into drive (remember, the engine still has to be revving at just below redline)
5. Cooled seats!!
Be happy that there are buttons for the heated seats and that the controls aren't buried in menu after menu in the screen below the upper screen that sort of controls the upper screen except for some of the features of the upper screen while the lower screen shows some info which can be mirrored by the upper screen but other functions of the upper screen can only be controlled by the buttons below the lower screen.
You'd think that an exceptionally large and successful engineering company that manufactures F1 motors, for example Honda, would be able to do the same.
Originally Posted by TacoBello
You act like cosworth is the only company who can successfully build a turbo engine
I hate to say it, but if an auto manufacturer can't build a reliable turbo engine, they likely shouldn't be building cars. This isn't 1980 anymore. Who isn't building turbo engines these days?
Although Honda hasn't released many turbo engines, it's not rocket science for a billion dollar company. I'm sure Honda has experimented with them plenty in their R&D centres. Soon enough a good portion of Hondas will be pushing boost.
First of all, expertise (and successes) in building F1/Indy/CART engines doesn't always translate into successful production car technology instances, such as producing the doomed 5AT tranny as used on the 2G TL/CL, producing the oil-burning 3.7L-V6 as used on the 4G TL, as well as integrating the current 3rd party 9AT tranny into the TLX/MDX flawlessly.
Moreover, even though that Honda is having great success in Indy/CART, previously as competition engine supplier and now as sole engine supplier; Honda is NOT having any success in F1 racing for the past 2 decades during its on and off participation in the F1 arena, either as an engine maker or as a full-blown F1 team.
Even though Honda was having great success with its F1 1.5L-turbo-V6 back in the 80's, the current Honda F1 hybrid turbo V6 is unreliable and is seriously underpowered, and thus rendering the McLaren-Honda team to the 2nd-last place in the current Constructor Standings.
You're right in that this isn't the 80's any more, but Honda still managed to fuck up the 5AT in the 2000's, and the 3.7L-V6 and 9AT in the 2010's.
Unlike other top automakers such as Audi/VW/BMW/MB who have already been producing force-induction production car engines for years (and Audi has been for decades), Honda doesn't have a long history and a good track record in building turbo-charged production car engines.
Back in the 80's, Honda first used a "variable-geometry-turbo 2L-V6" in its JDM Legend, but dropped this engine option after just 2 years. In the recent days, the turbo 2.3L-I4, as used on the RDX, was not well received and thus was also discontinued.
Rocket science or not. If it doesn't work, it doesn't work.
At this very moment, Honda does NOT have any production vehicle equipped with force-induction engine. So much for the Honda production vehicle turbo experience.
On the other hand, Cosworth is a well renowned high performance engine shop in Europe, although much less known in North America.
Other than building successful race engines in motor racing, Cosworth also has a long history of building successful high performance turbo engines for production road vehicles in Europe.
Cosworth, in collaborate with European Ford Motor Co., has crank out many successful high performance turbo "RS Cosworth" trims for some regular European Ford models, much like the AMG trim for MB, S/RS trim for Audi, and M trim for BMW; dated back to the 80's.
So Cosworth has accumulated decades of expertise in successful turbo application in production vehicles, which is similar to ZF's extensive expertise in building production vehicle transmissions.
Therefore, Honda is smart to select Cosworth to construct its latest high tech turbo V6 and to select ZF to build its latest high tech 9AT tranny, rather than having to waste time and resources to overcome the steep learning curves by making them inhouse.
First of all, expertise (and successes) in building F1/Indy/CART engines doesn't always translate into successful production car technology instances, such as producing the doomed 5AT tranny as used on the 2G TL/CL, producing the oil-burning 3.7L-V6 as used on the 4G TL, as well as integrating the current 3rd party 9AT tranny into the TLX/MDX flawlessly.
Moreover, even though that Honda is having great success in Indy/CART, previously as competition engine supplier and now as sole engine supplier; Honda is NOT having any success in F1 racing for the past 2 decades during its on and off participation in the F1 arena, either as an engine maker or as a full-blown F1 team.
Even though Honda was having great success with its F1 1.5L-turbo-V6 back in the 80's, the current Honda F1 hybrid turbo V6 is unreliable and is seriously underpowered, and thus rendering the McLaren-Honda team to the 2nd-last place in the current Constructor Standings.
You're right in that this isn't the 80's any more, but Honda still managed to fuck up the 5AT in the 2000's, and the 3.7L-V6 and 9AT in the 2010's.
Unlike other top automakers such as Audi/VW/BMW/MB who have already been producing force-induction production car engines for years (and Audi has been for decades), Honda doesn't have a long history and a good track record in building turbo-charged production car engines.
Back in the 80's, Honda first used a "variable-geometry-turbo 2L-V6" in its JDM Legend, but dropped this engine option after just 2 years. In the recent days, the turbo 2.3L-I4, as used on the RDX, was not well received and thus was also discontinued.
Rocket science or not. If it doesn't work, it doesn't work.
At this very moment, Honda does NOT have any production vehicle equipped with force-induction engine. So much for the Honda production vehicle turbo experience.
On the other hand, Cosworth is a well renowned high performance engine shop in Europe, although much less known in North America.
Other than building successful race engines in motor racing, Cosworth also has a long history of building successful high performance turbo engines for production road vehicles in Europe.
Cosworth, in collaborate with European Ford Motor Co., has crank out many successful high performance turbo "RS Cosworth" trims for some regular European Ford models, much like the AMG trim for MB, S/RS trim for Audi, and M trim for BMW; dated back to the 80's.
So Cosworth has accumulated decades of expertise in successful turbo application in production vehicles, which is similar to ZF's extensive expertise in building production vehicle transmissions.
Therefore, Honda is smart to select Cosworth to construct its latest high tech turbo V6 and to select ZF to build its latest high tech 9AT tranny, rather than having to waste time and resources to overcome the steep learning curves by making them inhouse.
Just a small correction for you:
The Honda turbo engines can be found in at least two JDM models.
Meh to the delay. I already have a Sport Hybrid, so I've forgotten about the NSX already. Now I just need upgraded tires and it'll be even faster.
*sigh*
Wanna be even faster?? Put some spring spacers in and raise the car an inch or 2 so that you have even more superior ground clearance. Oh, and wrap your mirrors with Carbon Fiber vinyl wrap so that they look even more expensive.
First of all, expertise (and successes) in building F1/Indy/CART engines doesn't always translate into successful production car technology instances, such as producing the doomed 5AT tranny as used on the 2G TL/CL, producing the oil-burning 3.7L-V6 as used on the 4G TL, as well as integrating the current 3rd party 9AT tranny into the TLX/MDX flawlessly.
Moreover, even though that Honda is having great success in Indy/CART, previously as competition engine supplier and now as sole engine supplier; Honda is NOT having any success in F1 racing for the past 2 decades during its on and off participation in the F1 arena, either as an engine maker or as a full-blown F1 team.
Even though Honda was having great success with its F1 1.5L-turbo-V6 back in the 80's, the current Honda F1 hybrid turbo V6 is unreliable and is seriously underpowered, and thus rendering the McLaren-Honda team to the 2nd-last place in the current Constructor Standings.
You're right in that this isn't the 80's any more, but Honda still managed to fuck up the 5AT in the 2000's, and the 3.7L-V6 and 9AT in the 2010's.
Unlike other top automakers such as Audi/VW/BMW/MB who have already been producing force-induction production car engines for years (and Audi has been for decades), Honda doesn't have a long history and a good track record in building turbo-charged production car engines.
Back in the 80's, Honda first used a "variable-geometry-turbo 2L-V6" in its JDM Legend, but dropped this engine option after just 2 years. In the recent days, the turbo 2.3L-I4, as used on the RDX, was not well received and thus was also discontinued.
Rocket science or not. If it doesn't work, it doesn't work.
At this very moment, Honda does NOT have any production vehicle equipped with force-induction engine. So much for the Honda production vehicle turbo experience.
On the other hand, Cosworth is a well renowned high performance engine shop in Europe, although much less known in North America.
Other than building successful race engines in motor racing, Cosworth also has a long history of building successful high performance turbo engines for production road vehicles in Europe.
Cosworth, in collaborate with European Ford Motor Co., has crank out many successful high performance turbo "RS Cosworth" trims for some regular European Ford models, much like the AMG trim for MB, S/RS trim for Audi, and M trim for BMW; dated back to the 80's.
So Cosworth has accumulated decades of expertise in successful turbo application in production vehicles, which is similar to ZF's extensive expertise in building production vehicle transmissions.
Therefore, Honda is smart to select Cosworth to construct its latest high tech turbo V6 and to select ZF to build its latest high tech 9AT tranny, rather than having to waste time and resources to overcome the steep learning curves by making them inhouse.
Honda essentially won the 2009 Formula 1 drivers and constructors championship titles with the Brawn GP01 which was derived from Honda's 2009 RA109 design. Honda paid the development cost until early 2009 to get the Honda engine chassis modified into the MB engine.
First of all, expertise (and successes) in building F1/Indy/CART engines doesn't always translate into successful production car technology instances, such as producing the doomed 5AT tranny as used on the 2G TL/CL, producing the oil-burning 3.7L-V6 as used on the 4G TL, as well as integrating the current 3rd party 9AT tranny into the TLX/MDX flawlessly.
Moreover, even though that Honda is having great success in Indy/CART, previously as competition engine supplier and now as sole engine supplier; Honda is NOT having any success in F1 racing for the past 2 decades during its on and off participation in the F1 arena, either as an engine maker or as a full-blown F1 team.
Even though Honda was having great success with its F1 1.5L-turbo-V6 back in the 80's, the current Honda F1 hybrid turbo V6 is unreliable and is seriously underpowered, and thus rendering the McLaren-Honda team to the 2nd-last place in the current Constructor Standings.
You're right in that this isn't the 80's any more, but Honda still managed to fuck up the 5AT in the 2000's, and the 3.7L-V6 and 9AT in the 2010's.
Unlike other top automakers such as Audi/VW/BMW/MB who have already been producing force-induction production car engines for years (and Audi has been for decades), Honda doesn't have a long history and a good track record in building turbo-charged production car engines.
Back in the 80's, Honda first used a "variable-geometry-turbo 2L-V6" in its JDM Legend, but dropped this engine option after just 2 years. In the recent days, the turbo 2.3L-I4, as used on the RDX, was not well received and thus was also discontinued.
Rocket science or not. If it doesn't work, it doesn't work.
At this very moment, Honda does NOT have any production vehicle equipped with force-induction engine. So much for the Honda production vehicle turbo experience.
On the other hand, Cosworth is a well renowned high performance engine shop in Europe, although much less known in North America.
Other than building successful race engines in motor racing, Cosworth also has a long history of building successful high performance turbo engines for production road vehicles in Europe.
Cosworth, in collaborate with European Ford Motor Co., has crank out many successful high performance turbo "RS Cosworth" trims for some regular European Ford models, much like the AMG trim for MB, S/RS trim for Audi, and M trim for BMW; dated back to the 80's.
So Cosworth has accumulated decades of expertise in successful turbo application in production vehicles, which is similar to ZF's extensive expertise in building production vehicle transmissions.
Therefore, Honda is smart to select Cosworth to construct its latest high tech turbo V6 and to select ZF to build its latest high tech 9AT tranny, rather than having to waste time and resources to overcome the steep learning curves by making them inhouse.
First of all, expertise (and successes) in building F1/Indy/CART engines doesn't always translate into successful production car technology instances, such as producing the doomed 5AT tranny as used on the 2G TL/CL, producing the oil-burning 3.7L-V6 as used on the 4G TL, as well as integrating the current 3rd party 9AT tranny into the TLX/MDX flawlessly.
Moreover, even though that Honda is having great success in Indy/CART, previously as competition engine supplier and now as sole engine supplier; Honda is NOT having any success in F1 racing for the past 2 decades during its on and off participation in the F1 arena, either as an engine maker or as a full-blown F1 team.
Even though Honda was having great success with its F1 1.5L-turbo-V6 back in the 80's, the current Honda F1 hybrid turbo V6 is unreliable and is seriously underpowered, and thus rendering the McLaren-Honda team to the 2nd-last place in the current Constructor Standings.
You're right in that this isn't the 80's any more, but Honda still managed to fuck up the 5AT in the 2000's, and the 3.7L-V6 and 9AT in the 2010's.
Unlike other top automakers such as Audi/VW/BMW/MB who have already been producing force-induction production car engines for years (and Audi has been for decades), Honda doesn't have a long history and a good track record in building turbo-charged production car engines.
Back in the 80's, Honda first used a "variable-geometry-turbo 2L-V6" in its JDM Legend, but dropped this engine option after just 2 years. In the recent days, the turbo 2.3L-I4, as used on the RDX, was not well received and thus was also discontinued.
Rocket science or not. If it doesn't work, it doesn't work.
At this very moment, Honda does NOT have any production vehicle equipped with force-induction engine. So much for the Honda production vehicle turbo experience.
On the other hand, Cosworth is a well renowned high performance engine shop in Europe, although much less known in North America.
Other than building successful race engines in motor racing, Cosworth also has a long history of building successful high performance turbo engines for production road vehicles in Europe.
Cosworth, in collaborate with European Ford Motor Co., has crank out many successful high performance turbo "RS Cosworth" trims for some regular European Ford models, much like the AMG trim for MB, S/RS trim for Audi, and M trim for BMW; dated back to the 80's.
So Cosworth has accumulated decades of expertise in successful turbo application in production vehicles, which is similar to ZF's extensive expertise in building production vehicle transmissions.
Therefore, Honda is smart to select Cosworth to construct its latest high tech turbo V6 and to select ZF to build its latest high tech 9AT tranny, rather than having to waste time and resources to overcome the steep learning curves by making them inhouse.
anyone noticed the volume control....someone tell me that is an actual button at least. not the touch screen sensor shit....
I HATE touch screen volume controls.... it irritates me touching the same spot over and over again in a short period of time.
Just noticed the screen is also more inward... so good luck finding the back, menu and volume on screen buttons while you are driving.
I think the volume control is an actual button, check out the high res pic here: Related Photos Acura News
I also think the steering wheel has a physical volume control knob which IMO is better since you don't need to take your eyes off the road, and no need to press the same button repeatedly to increase/decrease volume.
Did Honda know that they weren't going to release the NSX this year when they started touring across the country with the cars? It seems like a bad strategy: "Hey, look at our cool supercar!! ... we're not going to sell it this year anymore."
Also, I REALLY want to know that engines those cars have. They probably just dropped an LS3 in there.
Here's my thought. In 2011/2012, when Honda decided to bring the 2G NSX to reality, the idea was to create a modern NSX that is similar to the 1G NSX. That means mid-engine, rear wheel drive, transverse NA V6 engine. To give it something unique, they were going to add the 3-motor setup.
I'd imagine the above was the idea from the Honda HQ, upper management. I think the engineering team knew that such set up wouldn't be competitive power-wise. The car might drive very well, but as we can see in this forum, power is very important, especially if Honda were to ask for $150k+. People naturally will make comparison. It's also well known that the likes of GT-R, R8, 458, 911, were going to be re-designed by the time the NSX is launched in 2015/2016. As such, bu by late 2012, early 2013, the transverse NA V6 plan was replaced by a longitudinal boosted V6. It gives Honda a much higher ceiling to boost output in the future too.
Yeah, that timeline sounds about right. Since they showed the prototype layout pics in 1/2015 the drivetrain had been designed in 2013-2014. 2015 was the product transition to operations/production/training period. Probably someone's Gantt chart is getting ripped apart now by upper management.
My guess is that even though the new engine was designed and probably prototyped NPI problems were exposed by operations. So they had to change the block and head manufacturing to Cosworth. Maybe it just made more sense to suck up some pride and go to Cosworth, perhaps use their CosCast process? IDK, but this sounds more like a marriage of convenience, than a long term partnership since Cosworth was just announced.
In terms of what's powering the prototypes, probably initial production of the same motor (manufactured on more low rate production 4 and 5 axis CNC than more specialized mass production turning CNC's) that were used for mule V&V testing and now PR tour.
I think the volume control is an actual button, check out the high res pic here: Related Photos Acura News
I also think the steering wheel has a physical volume control knob which IMO is better since you don't need to take your eyes off the road, and no need to press the same button repeatedly to increase/decrease volume.
I dont know about you, that does not look like a button to me....
Also i for one rarely use anything on the steering wheel. I am too used to the knob.
Wanna be even faster?? Put some spring spacers in and raise the car an inch or 2 so that you have even more superior ground clearance. Oh, and wrap your mirrors with Carbon Fiber vinyl wrap so that they look even more expensive.
Door handles too, right? Gotta have expensive door handles.
Honda essentially won the 2009 Formula 1 drivers and constructors championship titles with the Brawn GP01 which was derived from Honda's 2009 RA109 design. Honda paid the development cost until early 2009 to get the Honda engine chassis modified into the MB engine.
Please remember that this winning Brawn GP01 was using the MB engine, not the Honda engine; and it was a well known fact that the MB engine was the most powerful powerplant in the entire F1 field, during that period of time.
But still, credit must be given to Honda which was responsible for the design of the winning Brawn chassis; but MB was also a critical factor in propelling the Honda-designed F1 car to the podiums.
However, even if the Brawn-Honda did exist, and the specs looked good on paper, many questions remained :
- would that Honda engine as powerful/reliable as the potent MB engine ?
- would the Brawn-Honda had chassis-engine teething issues, much like the current ill-fated McLaren-Honda F1 car ?
But unfortunately we'll never find out the answers.
The turbo 2.3L-I4, as used on the RDX, was not well received, and was discontinued for the following generation RDX.
If this unsuccessful attempt of turbo application is all that Honda has got, this is really bad news.
I think the 2.3L turbo is not a bad engine but the timing of the introduction was off and it really did not offer anything that a turbo engine was supposed to offer by 2015 standard. (MPG or power). and they put it in the wrong car.
08-19-2015, 02:31 PM
