This NSX is a preview of things to come. For Acura, the hybrid system that supplements the hp V-6 plays perfectly to the character of the NSX, both old and new. Just like the original, the modern NSX is every bit as civilized as it is quick. The open sightlines, the wide cabin, and the seats that accommodate the average American are as notable in this class as are the electric motors that give it instant off-the-line thrust.
Along with the usual calibration tweaks to the electrically assisted steering, adaptive dampers, and stability-control system, the NSX takes on a different persona depending on how it blends internal combustion and electric thrust. Even as the steering weight ramps up with the more aggressive settings, the NSX turns in with zeal and precision. Most impressive, the NSX never belies its weight, no matter how fast the speed or how sharp the corner.
Turns feel effortless, and as long as the pavement is smooth, the body remains flat. That body is as much a hybrid as is the powertrain. The outer panels are a mix of formed aluminum and molded plastics. Compared with the mild-mannered Sport mode, Quiet mode is the self-effacing, almost apologetic way to pilot a low-slung, Valencia Red Pearl—painted origami supercar through a crowd; it kills the V-6 whenever possible. It is not, however, a truly silent mode. Once the powertrain is hot, Quiet mode largely behaves like an aggressive stop-start system.
It prefers to ride the 3. The NSX rebuts any attempts to drive hard in this mode. It disables the paddle shifters and causes the transmission to short-shift at rpm when the accelerator is pegged. The constant on-off-on of the engine quickly becomes tiresome.
The obvious panacea is Sport-Plus, in which the gas engine never shut off and we never saw the nine-speed transmission shift higher than sixth gear on its own accord. Sport-Plus redraws the tachometer to cover rpm, rather than , but the redline remains unchanged at rpm, which is also where the boosted V-6 makes its peak horsepower.
Forged internals include the crankshaft, connecting rods, and valves. Fuel is injected alternately into either the combustion chambers or the intake ports to maximize both power and efficiency. Yet the engine never sounds nor drives as exotically as it reads on paper. They smooth the power delivery to the point that they mask the full contribution of the gas-fed engine. Flatten the accelerator and the NSX stirs the motors, the turbos, and the reciprocating pistons into a cascade of low-end torque, midrange boost, and high-end power.
But ads are also how we keep the garage doors open and the lights on here at Autoblog - and keep our stories free for you and for everyone. And free is good, right? If you'd be so kind as to allow our site, we promise to keep bringing you great content. Thanks for that. And thanks for reading Autoblog. Trim Family Comparison. Base View 1 Trims. Smart Buy Avg. View Local Pricing. Features 3. It shares the same initials, but the new NSX is almost nothing like its forebear.
It's a halo car, true, but it's one that replaces the mechanical purity of the original for a wildly synthetic driving feel—really, a masterful performance of integrating turbos, servos, clutches, gears, motors, and batteries. Overall, the Acura NSX scores a solid 8. Read more about how we rate cars. It's one of the most complex pieces of car engineering on the planet, but the new NSX feels remarkably of a piece.
It's an even-tempered supercar, one capable of shattering acceleration and speed. You know, practical supercars. The NSX is the best-looking Acura in a generation. Its influences deserve to play out far and wide across the Acura lineup.
The body uses aluminum and composite exterior panels and is offered with an optional carbon fiber roof. Acura designed the body to minimize aerodynamic drag while also balancing front and rear downforce.
Cooling was also a major consideration in the design. The result is a wedge-shaped car with prominent cooling ducts on the rear fenders, a conservative rear spoiler, and no active aero components such as an active rear spoiler or active front grille shutters.
The front end features a stylish take on Acura's beak-style grille, flanked by large air intakes and LED headlights.
Air flowing over the roof and down the rear hatch glass is captured to cool the engine compartment and clutch cooler. At the rear, a diffuser works with the spoiler and taillight slots to generate downforce.
Acura calls the cockpit "human-centric," saying that the design is ergonomically enhanced for the driver and passenger and claiming that it has enough head room for a 95th-percentile adult male.
The controls on the center console are arranged in a "Simple Sports Interface" and designed to limit distractions. The Acura NSX does an astonishing job of stuffing all its hybrid and all-wheel-drive hardware into a scorching, grippy performance envelope. The powertrain consists of a twin-turbocharged 3. It uses dry sump lubrication, which allows it to sit lower in the chassis and protect against oil starvation during performance driving.
Between it and a 9-speed dual-clutch transmission is a horsepower electric motor that can aid the engine or act as a generator to charge the lithium-ion battery. An additional twin-motor unit is located at the front. Each motor provides 36 horsepower to one front wheel, and power constantly varies between the front wheels to give the car a distinct version of all-wheel drive with torque vectoring—which Acura dubs "Super Handling-All Wheel Drive"—that can help the car turn more readily into corners.
The twin-motor unit can assist the engine for a total output of horsepower, or can power the car on its own in light load situations. While the midship engine was mounted transversely in the first-generation NSX, this one is mounted longitudinally in the car's aluminum spaceframe.
A drive control unit sits between the passengers, and dictates how power is shuffled from the batteries to the front motors. The suspension consists of a front double-wishbone design and a multi-link rear, with active adaptive dampers at all four corners. The steering has electric power assist and variable gear ratios. Brembo provides the brakes, using Pirelli mid-line tires are an option, while sticky Michelin Pilot Sport Cup 2 tires are the most expensive treads, destined for track use.
An Integrated Dynamics System is standard as well. The affected systems are the steering, brakes mechanical and regen , stability control, dampers, engine, transmission, and SH-AWD. Quiet mode prioritizes efficiency and allows electric-only driving at lower speeds. While the engine comes on when needed, it is limited to 4, rpm in this mode. The net of all of this is a well-ordered supercar with handling as progressive as its worldview. It melds electric and gas power into a seamless stream of scorching supercar performance.
Versions with base tires have been said to oversteer; our driving on mid-line tires mostly nullified that claim. The NSX likes to be driven rhythmically, with even inputs, early turn-in and throttle lift, and lots of trail-braking. It's an exceptional piece of powertrain integration, from the melding of hybrid to gas power, regenerative braking to carbon-ceramic friction stopping power. All the digital inputs get relayed to the semi-analog world without a stutter.
The NSX can be driven quickly without feeling nervous or twitchy. If there's such a beast as a "tame supercar," this is it. The NSX is astonishingly quiet in its city-driving mode, and the cabin's sized well for two passengers. There's a modicum of storage space for weekend bags, but the low-slung cockpit renders the rear views almost opaque.
The rearview camera and parking sensors are absolute necessities. As of yet, there's no crash-test data for the new NSX, and safety gear is missing some of the latest technology. All cars get the usual airbags and stability control, as well as a multi-angle rearview camera, but those parking sensors are one of many options that cause the price to balloon.
The infotainment system has a 7. Options include satellite radio; carbon-ceramic brakes; a carbon-fiber roof; a carbon-fiber engine cover; a carbon-fiber rear spoiler; and an Alcantara headliner. A Technology Package adds a nine-speaker ELS audio system, navigation, AcuraLink telematics service, and front and rear parking sensors. With a plan to sell just cars a year in the U.
The NSX will be exceedingly rare for at least a couple of years, while cars trickle out of the Ohio facility that's essentially hand-building them. The Acura NSX will one day be seen as the car that broke the Japanese luxury brand out of its styling doldrums. It's a neat riff on the supercar stylebook. It's inspired by a slew of supercars, but doesn't mimic them at all, and introduces a few new hooks to the songbook. Inside, the spartan, Civic-like interior of the original NSX has given way to a luxe, leather-lined cockpit missing some traditional cues.
The first signal the car sends the driver is a mixed one. The console camelbacks where a shifter should be, but the NSX doesn't have a lever. It has the same push-button transmission controls as a Honda Pilot.
It's a relief to find long paddle-shift controls behind the steering wheel. Look up, and the NSX's 8. The pod's dominated by a tach, and toggles through color schemes from blue to red, based on the selected driving mode.
0コメント