First Drive of the HONDA HSC
Date: May 03, 2004 12:23
Submitted by: Terencemunro
Source: German Car Magazine "CAR"
Credibility Rating: 7

I've just purchased the May issue of the German "CAR" magazine and read some interesting details about the next NSX. They drove the HSC on a US Airbase in Mainz, Germany

Size: 4.25m long x 1.9m wide x 1.14m high (167.32inch long x 74.8inch wide x 45inch high)
Engine: 400hp 3.5L turbocharged (variable vane geometry!)
Top Speed: a little more than 300km/h or 188mph
Weight: 1410kg or 3100lb
Wheels: 20inch with Brembo brakes


They say that the HSC has about the same power as the FERRARI 360 Modena but a far better weight/power ratio!
The back will be slightly modified for production because of the similarity with the Corvette (lights?) The prototype has only a 4 gear automatic transmission with shift paddles at the steeringwheel but the production car will get the auto tranny with 1 or 2 more gears
Interesting detail is that the gear lever for the auto tranny is like an old telephone dialwheel in the center console! The parkbrake is electrohydraulic.

The camera mirrors are only for protoype show
The interior will find its way into the production car like on the pictures.
The lights will be Xenon in front and LED in backlights.

I hope you understand my translation with my little English knowledge

Terence

Originally posted by mattg
i can't imagine it would only come in automatic.

turbo?

i wonder if any of that is true.

History
Although they are a fairly recent development, variable geometry turbine (VGT) turbochargers have already revolutionized the design of small diesel engines. As a pioneer in this field, Garrett's Variable Nozzle Turbine, or VNTTM, has been on the cutting edge of VGT for more than a decade.


In 1989, the first Garrett VNT turbocharger was used on a commercial diesel application for a Nissan Diesel 12.5-liter engine. The following year, FIAT put the first Garrett VNT turbocharger in its passenger vehicle (Croma), matching it to a 2.0-liter, direct-injection diesel engine. In 1995, VNT MultivaneTM was first developed for Volkswagen-Audi's 1.9-liter diesel engine with direct injection, aiming at meeting emission legislation and reducing fuel consumption. A second generation of VNT Multivane has been developed since 1999. In the mean time, VNT SlidevaneTM was developed for those seeking performance at a more affordable price

How it works
The way a Garrett VNT turbocharger works is that it adjusts the gas cross section at the inlet of the turbine wheel in order to optimize turbine power with the required load. At low engine speed and small gas flow, the VGT turbocharger reduces the cross section, increasing turbine power and boost pressure. At full engine speed/load and high gas flow, the VNT turbocharger increases cross section, avoiding turbocharger overspeed and keeping the boost pressure level required by engine. The cross section modulation can be controlled directly by the compressor pressure through the use of a pressure actuator, or by the engine management system using a vacuum actuator. To modify the cross section, the VNT Multivane models use a mobile multivane system composed of a number of vanes which pivot on their axis, while VNT Slidevane models employ a mobile nozzle piston system

Benefits
An engine with a Garrett VNT turbocharger responds quicker, produces higher power and torque, consumes less fuel, and creates fewer pollutants than a traditional by-pass turbocharged engine. Due to quicker response time and uniform acceleration, vehicle behavior and drivability are improved. In comparison with a by-pass turbocharger, a VNT turbocharger, having better efficiency with a larger flow ranger, has the following three main advantages:

* Higher Power: at the nominal engine speed and for a given boost pressure, the VNT models enable an increased delta engine pressure and reduced engine outlet temperature.
* Higher Torque: at low engine speed, the VNT models allow an increased engine boost pressure.
* Lower Fuel Consumption and Pollution: directly controlled by engine management system, the VNT turbochargers ameliorate the combustion.

Application
In Europe, VGT turbochargers are fast becoming the standard for diesel-powered passenger vehicles and light trucks. In fact, roughly half of all European 1.2-liter to 4.0-liter diesel engines feature VGT turbochargers. Throughout the world, leading engine manufacturers-including BMW-Rover, Lancia-Alfa Romeo-Fiat, Ford-Volvo, Saab -Opel-Vauxhall, Renault-Nissan, Daimler Chrysler-Mcc, Peugeot -Citroen, Volkswagen-Audi-Seat-Skoda, and Isuzu-have used Garrett VNT turbochargers for their engines. In anticipation of stricter emission regulations, the development of VNT turbochargers for gasoline boosting will be the next main challenge for the future of VNT turbochargers.

Originally posted by allmotor_2000
If its turbocharged... whoa... let me at it!!! This puppy will hit 600hp easy

Originally posted by mushutofu
If Mitsu and Subaru can get 2 something HP out of a 4banger 2.0L and 2.5L respectively, i don't see why 400 can't be achieved on a 3.5LV6

Originally posted by goldmemberer
Subie's got 300 out of their 2.5L. I'm thinking that if this is a FI application, Honda will keep the boost level relatively low, maybe it's related to how high the compression ratio will be on the 3.5L V6 in the RL?

Iuno about FI and all though, Allmotor/Scalbert are the guys to trust on this one.