Nekateri se pac ne morajo sprijaznit da je NSX najboljsi sportni avtomobil na svetu... tukaj je zgodba kako sploh pride do tega avtomobila:
NSX story
The seeds of the NSX were planted over 50 years ago in the
imagination of Mr. soichiro Honda. Long before there was a
Honda Motor Company, or even a Honda car, soichiro
Honda envisioned an exotic sports car that would redefine
the term and expand the envelope. That vision was finally
realized in September 1990.
Mr. soichiro Honda had a rare combination of intellect and
passion. His passion was cars. He loved to drive and race
and believed racing was an activity to be pursued for its
own sake. He also realized that the path to building better
road cars lay in racing. So it was natural that his ultimate
ambitions were to dominate the world of Formula One and
use the technology developed on the track to build a
supercar. He succeeded in both. From early wins in the
60's, Honda engineering went on to dominate Formula One
in the 80's and 90's. And in September 1990, the exotic
sports car forever changed with the introduction of the
NSX.
Nowhere is the tradition of craftsmanship more evident
than in the engine assembly area. Each NSX engine is
built by a single craftsman from beginning to end. And
these craftsmen aren't given a maximum time limit or
schedule. They hand-select the individual components
from parts bins, weigh and measure the reciprocating
parts like pistons and connecting rods carefully,
measure all tolerances, test components and generally
ensure that each engine is absolutely flawless before it
leaves their bench. Essentially, this is a "blueprinted"
factory engine that receives the same level of attention
and perfection normally associated with highly
specialized performance tuning shops.
The NSX assembly factory is unlike any other at
Honda. For one thing, it's the slowest. It produces a
maximum of 25 cars per day to ensure the highest
levels of quality. For another, it isn't automated. The
bodies are pushed to each assembly station on
dollies.
By hand, of course. The reason is easy to
understand. No car moves to the next
assembly station until the team at the
prior station is 100% satisfied that they've
done a thorough job. That means they'll
take the time to ensure every bolt is
properly torqued, every tolerance is
exactly to blueprint specs and that all the
quality targets have been met.
When each finished NSX rolls off the end of the
assembly line, a highly trained driver/evaluator
straps in and takes it for drive on Tochigi's
high-banked oval test track. Every performance
component is tested and evaluated against
rigorous standards. If it falls short in any area,
regardless of how little, it's sent back for
adjustment and revision. And that information is
relayed back to the relevant quality group or
individual responsible. The entire process ensures
that every NSX delivered to its lucky owner will
operate to the best of its design parameters and
the highest performance potential.
Uporabnik
quote:Nekateri se pac ne morajo sprijaznit da je NSX najboljsi sportni avtomobil na svetu...
Sorry Petronas, ampak kaj si pozabil na R34 GT-R, RX-7, Supro... Na Best motoringu(npr. Tsukuba track) ima NSX TypeS Zero na progi sele cetrti najboljsi cas. Najhitrejsi je R34 GT-R pred Mazdo RX-7 TypeRS. Ne sej vsi vemo da NSX sodi med najboljse supersportnike, samo tezko pa je rect da je najboljsi.
Edited by - Forsythe on 16/11/2002 12:57:05
Sorry Petronas, ampak kaj si pozabil na R34 GT-R, RX-7, Supro... Na Best motoringu(npr. Tsukuba track) ima NSX TypeS Zero na progi sele cetrti najboljsi cas. Najhitrejsi je R34 GT-R pred Mazdo RX-7 TypeRS. Ne sej vsi vemo da NSX sodi med najboljse supersportnike, samo tezko pa je rect da je najboljsi.
Edited by - Forsythe on 16/11/2002 12:57:05
The Honda Doctor
Ne gleda se samo voznja. Ker v tem primeru bi tukaj kraljevali recimo Lamborgini Murcielago in podobne "omare"
Vsi jap SS modeli od kar so na trgu so bili ze 2 krat spremenjeni. NSX je od zacetka do sedaj nedotaknjen. (Razen motor 3,2)
(Nissan recimo R32, R33, R34, Supra 93, RX7 92/96...EVo 5 generacij.)
Šteje se Razvoj, filozofija, inovacije. Tega ima NSX najvec med vsemi.
Prijetno branje:
INTRODUCTION
The intention in creating the Acura NSX was to produce a hand-built, exotic, mid- engine sports car that would establish entirely
new levels of prestige, performance, refinement, driveability and reliability. The NSX is designed to represent an entirely new
definition of the exotic sports car.
CONCEPTS AND GOALS
In 1984, the engineers who created the NSX created a list of attributes the automobile was to possess.
Top-rank performance equal to or greater than existing exotics.
Excellent liveability. The NSX had to be as easy to live with as any other Acura.
Light weight.
Forgiving handling characteristics.
Limited production.
OVERVIEW
The mid-engine, 2-seater NSX is powered by an all-aluminum, 3.0-liter V-6 which produces 270 hp and 210 Ibs-ft of torque. The
normally aspirated engine is equipped with dual overhead cams, four valves per cylinder, a Variable Valve Timing and Lift
Electronic Control (VTEC) system, and a Variable Volume Induction System intake configuration. The engine also offers
Programmed Fuel Injection (PGM-FI) and a direct ignition system that uses an individual coil mounted atop each spark plug
instead of a single coil for the entire system. A 5-speed manual transaxle is standard with an electronically controlled 4-speed
automatic available as optional equipment.
The chassis features all-aluminum construction for light weight. The 4-wheel independent double-wishbone suspension also
features aluminum-alloy control arms and hub carriers front and rear, and aluminum subframes for the front and rear suspension.
The braking system features ventilated 4-wheel discs front and rear, and an advanced 4-channel Anti-Lock Braking System
(ABS). A sophisticated Traction Control System (TCS) has been designed to help limit wheelspin and enhance control on slippery
surfaces.
POWERTRAIN
Overview
The NSX engine is an all-aluminum,90-degree,3.0-liter (2977 cc), dual overhead cam, 4-valve per cylinder, V-6 which produces
270 hp at 7100 rpm when mated to the manual transmission, and 252 hp at 6600 rpm when mated to the automatic trans mission.
The torque rating is 210 lbs-ft at 5300 rpm for both manual and automatic transmissions. The redline for the manual is 8000 rpm,
while that for the automatic is 7500 rpm. Fuel cutoff is 8300 rpm for the manual and 7800 rpm for the automatic.
An exclusive electronically controlled Variable Valve Timing and Lift Electronic Control (VTEC) system optimizes volumetric
efficiency at both high and low engine speeds. A unique Variable Volume Induction System changes the configuration of the
intake system with varying engine speeds, working with the VTEC system to broaden the torque curve and increase peak power
output.
Engine Block, Cylinder Heads, Crankshaft
To achieve both light weight and durability, the block is made of aluminum alloy with cast-in iron cylinder liners. The crankshaft is
a fully counter-weighted forged-steel unit. The cylinder heads are low-pressure cast aluminum. The combustion chamber is a
pent-roof design with generous squish area to promote swirl and enhance combustion efficiency. The spark plug is centrally
located for optimum flame propagation, and features a platinum tip for improved durability and longer service life.
Titanium Connecting Rods
The connecting rods are made of a specially patented titanium alloy. While titanium rods are common in Formula One and other
race engines, this is the first application of titanium in a production car. Compared to a steel connecting rod for the same engine,
these titanium rods each weigh 190 grams less and are significantly stronger.
Variable Valve Timing and Lift Electronic Control (VTEC) System
Without question, the Variable Valve Timing and Lift Electronic Control (VTEC) system is a breakthrough in engine technology. It
convincingly solves the age-old trade-offs between low-end torque and high-end power.
The heart of the VTEC system is a unique camshaft and rocker arm system. For each cylinder's set of two intake (or exhaust)
valves, there are three corres- ponding lobes on the camshaft. The two outboard lobes each have a profile suited for low- to
mid-rpm operation. The third, or center, cam lobe has a dramatically different profile designed for longer duration and higher lift;
this lobe profile is designed to optimize breathing and horsepower production at high engine speeds. At part throttle and low load
operation, this third lobe is inactive and doesn't act on the valves. During high-speed operation, the VTEC computer sends a signal
to a spool valve, which in turn delivers engine oil to small pistons in the rocker arms. Oil pressure causes the pistons to slide
outward, locking all three rocker arms together. Once locked, the rocker arms are forced to follow the center cam lobe. The
cross-over from low lift to high lift occurs in 0.1 second and is virtually undetectable to the driver.
Variable Volume Induction System
In addition to variable valve timing, the NSX engine also uses a Variable Volume Induction System. This system uses a separate
intake air plenum, located beneath the main intake manifold. This second plenum is separated from the primary manifold by six
butterfly valves, which open between 4600 and 4900 rpm and are actuated by manifold vacuum.
When the valves open, the added volume of the secondary plenum creates a higher resonance frequency, which in turn creates a
sonic pressure wave. This sonic pressure wave hits each pair of intake valves just as they open, promoting more rapid and
complete cylinder filling. This system was designed to work in concert with VTEC to improve both low-end torque and high rpm
power.
Fuel Injection
Programmed Fuel Injection (PGM-FI) ensures that each cylinder receives the precise amount of fuel necessary for the present
load and speed conditions. This system has been specially tailored to the unique capabilities of the induction and VTEC systems.
Direct Ignition System
To ensure a hot, stable spark at high rpm operation, the single-coil ignition system has been superseded by a coil mounted atop
each spark plug, a design similar to that used in Formula One racing engines.
Manual Transmission
The standard manual transmission is designed to provide impressive durability, with short shift throws and quick, precise response.
A dual-cone synchronizer is used for second gear, for quicker, smoother shifting, and reverse gear is also equipped with
synchromesh. For 1994, the transmission gears have been redesigned for even smoother, quieter operation.
Twin-Disc Clutch
To handle the high torque and power output of the NSX engine, a twin-disc clutch was developed. The twin-disc design increases
the torque capacity of the unit, while retaining a light clutch feel and reducing rotating inertia.
Automatic Transmission
The optional 4-speed automatic transmission allows the driver to select and hold each gear manually. To enhance smoothness
during upshifts and downshifts, an ignition retard control system is used to momentarily reduce engine output. The automatic is also
equipped with a programmed lockup torque converter to improve fuel economy and reduce slippage. Lockup is available in third
and fourth gear and, unlike other automatic transmissions, it occurs in four increments, rather than one abrupt transition, to provide
smooth operation. The transmission is unique in that it maintains lockup while the car is decelerating.
Torque Control Differential
The torque control differential employs a multi-plate clutch and planetary gearset to help maintain vehicle stability at speed in
crosswinds and when driving over split- friction surface conditions. The unit reacts to the rotational difference between the rear
wheels and attempts to maintain the same rate of rotation at both wheels.
If the NSX should be forced off the intended direction in a crosswind, the differential will detect the rotational difference between
the two rear wheels and transfer torque to the slower rotating wheel. This has the effect of directing the car back into the desired
path.
Traction Control System (TCS)
The goal of the Traction Control System (TCS) was to minimize rear wheelspin on slippery or uneven road conditions. This unique
development was created as a high- performance system rather than a pure low-speed traction enhancing device. TCS uses the
wheel-speed sensors of the Anti-Lock Braking System (ABS) to detect the rotational differences between the two rear wheels. If
the computer determines that the surface is slippery, CPU (central processing unit) signals are sent to decrease the amount of air
and/or fuel delivered to the engine. The driver can elect to disengage TCS by a switch located on the instrument panel.
CHASSIS
Suspension
The desired goals of the NSX suspension went well beyond the typical goals of high lateral adhesion, transient response and linear
response to control input. The engineers wanted a suspension that allowed the driver to easily control the car right to the limit.
The basic configuration is similar to that of a Formula One car in that it employs an upper and lower control arm (or
double-wishbone) design with a coil-over shock absorber and stabilizer bar front and rear. The rear suspension also has an
additional transverselink for greater wheel control. All the suspension arms are made of extremely rigid and durable forged
aluminum. The front steering knuckles and the rear hub carriers are also made from heat-treated aluminum castings. The springs
are straight rate with an extended rubber bump stop mounted on the chassis which acts as a progressive springing element at the
limit of wheel travel.
The shock absorbers are nitrogen filled and feature a newly designed progressive valve. The progressive opening of this valve
produces a more favorable damping profile, and more precise damping control than a conventional valve system in which the fluid
control orifices are either fully opened or closed.
The front and rear suspension components are mounted on separate aluminum subframes. These subframes are castings mounted
to the chassis by rubber bushings, designed to reduce vibration, yet limit flex and shift of the subframes relative to the chassis.
The suspension development program was far-ranging and took place at the Tochigi Proving Grounds, the Suzuka circuit and the
179-turn Nurburgring course in Germany. In addition to the standard evaluations conducted in-house by the suspension engineers,
the car was subjected to evaluation by top-rank drivers such as three-time Formula One World Champion Ayrton Senna,
Indianapolis 500 winner Bobby Rahal, and Formula One driver Satoru Nakajima.
Brakes
The NSX is equipped with 4-wheel ventilated disc brakes and dual-piston steel calipers. THe diameter of the front and rear discs
are 282 mm (11.1 in). The braking targets were to set new standards of braking performance, fade resistance, provide good pedal
feel, linear braking response and low pedal effort.
Four-Channel Anti-Lock Braking System (ABS)
The 4-channel Anti-Lock Braking System controls each wheel independently with a 16-bit rnicroprocessor. This
4-wheelindependent capability allows fine control of the anti-lock function especially when the car is braking on a surface with a
split coefficient of friction -- for instance, if the left side wheels are on snow, ice or standing water and the right side wheels are
on dry pavement.
The basic configuration is independent parallel hydraulic circuits. In addition to the primary, non-anti-lock braking circuit, the
anti-lock system has its own hydraulic reservoir, pump, modulator unit, solenoids and control pistons. If a failure in the anti- lock
hydraulic circuit should occur, normal braking force will be fully retained by the primary braking circuit.
Rack-and-Pinion Steering Sytem
NSX models with the manual transmission are equipped with a manual, non-assisted rack-and-pinion steering system. To~nsure
maximum reliability, it features a sealed gearbox design.
Variable Electric Power-Assisted Steering System
Available only on the automatic transmission-equipped NSX, this power-assisted steering system was the first of its kind on the
American market. The system consists of a rack-and-pinion steering gear with an electric motor installed concentrically around
the steering rack. The steering system is a direct design which functions with no assist at higher vehicle speeds. A speed sensor in
the electronic control unit determines road speed and, coupled with a steering sensor for torque and rotation, feeds a signal to the
motor. To ensure reliability, the electrical system for this unit features gold-plated connectors.
Forged Alloy Wheels
To further reduce unsprung weight and provide the highest strength possible, the engineers specified forged-aluminum alloy
wheels. To produce the wheels, a new facility was built exclusively for this purpose by Sumitomo Light Metals. The result is a
very light wheel with the strength and impact resistance of a much heavier steel wheel.
For 1994, the NSX features wider, larger diameter seven-spoke wheels, for even better steering response and enhanced cornering
ability. The rear wheels are 8.5 x 17 inch, and the front wheels are 7 x 16 inch.
Tires
The suspension engineers, working in conjunction with Yokohama Tire Company and Bridgestone Tire Company, sought to
produce tires that would not only provide excellent traction and handling, but also allow the driver to "feel" the limits of the tires'
performance.
The resulting uniquely designed tires were remarkable, meeting all the high performance targets the engineers established early in
the program. But since anv tire is a delicate compromise, the engineers compromised heavily in favor of performance.
For 1994, the NSX features larger, lower aspect ratio tires, front and rear, for even more responsive handling and increased
cornering capability. The tire sizes are 215/45 ZR16 front and 245/40 ZR17 rear. These tires provide excellent wet- and dry-
weather traction, high-speed stability and immediate and predictable reaction to steering input.
STRUCTURE
Overview
A rigid structure is of paramount importance in a performance car. High rigidity provides a stable platform for proper suspension
geometry and alignment, and it makes possible a tight, rattle-free interior. Additionally, central to the goal of performance is a
favorable power-to-weight ratio; a very light car can achieve high performance levels with less horsepower. After an intensive
research effort, it was determined that the most efficient way to meet the rigidity and weight targets for the NSX was to build the
car exclusively of aluminum.
Using a Cray II supercomputer, the engineers performed millions of Finite Element Modeling and stress analysis calculations. The
result of this research and development effort is a chassis that weighs 210 kg (462 lbs) with doors, hood and deck lids installed --
about 40% less than a steel chassis -- but with the same rigidity and impact protection. The NSX structure is significantly stiffer
than every other competitor currently on the market.
Extruded Aluminum Side Sills
To attain a structure of high rigidity, complex aluminum extrusions were used for the crucial side sills of the unit body. These
extrusions, with their carefully braced internal structure, contribute to the extremely high torsional stiffness of the NSX.
Radiused Front Frame Rails
To maximize occupant protection, the front frame rails of the unit body are designed with large-radius curves where they meet the
passenger cabin. This design helps to dissipate energy in a collision, spreading out impact loads and diverting them under the
passenger cell.
Perimeter Roof Rail
An innovative perimeter roof rail design helps to maximize the structural rigidity of the roof. The closed-section rail securely ties
the four body pillars together, helping to resist torsional forces imposed on the body in hard cornering or on bumpy roads. This
improves handling precision and reduces the possibility of squeaks and rattles.
Painting
The NSX is painted in a 27-step paint process, including an aircraft-type chromate coating designed for use with aluminum. A new
waterborne paint for the base coat was developed to achieve a clearer, more vivid color and a smoother surface finish.
INTERIOR
Concept and Goals
The object was to create an interior that was the sports car equivalent of a jet fighter pilot's helmet. The key elements of this
concept were unlimited visibility, a feeling of snugness or intimacy with the interior of the vehicle, and the sense that the cockpit
and driver were out in the airstream rather than enclosed and isolated from the environment. To achieve this feeling, the seating
space for the driver and passenger was designed to fit snugly at the hips and flow outward and upward to provide ample space for
the head and shoulders.
Seating Position and Visibility
A low seating position contributes to a low center of gravity and helps to reduce the frontal area for improved aerodynamics.
Ordinarily, a low hip-point would impart to the driver the feeling of being buried in the interior and create a claustrophobic feeling.
To avoid this, the body engineers created a very low cowl section which allowed them to lower the height of the dash and
instrument panel. The low cowl also enhanced forward visibility.
Instrumentation and Controls
In designing the instrument panel, the approach was one of simplicity. Since the primary function of the instruments is to relay
information as clearly and quickly as possible, the designers opted for a traditional analog execution.
The instrument faces are round with white numerals on a black background. The instrument panel is dominated by the tachometer
on the left and the speed- ometer on the right. To the left of the tach are the smaller water temperature and oil pressure gauges.
To the right of the speedometer are the fuel gauge and voltmeter.
All the major controls are clustered around the steering wheel column to make them easy to reach.
Dual Air Bag Supplemental Restraint System (SRS) With Automatic Seat Belt Tensioners
The NSX is equipped with driver's and passenger's Supplemental Restraint System (SRS) air bags which are intended to
supplement the seat belts. In conjunction with these, the NSX features automatic seat belt tensioners which use the same impact
sensors as the air bags. The belt tensioners are activated simultaneously with the air bags, causing each belt to retract 50 mm to
help restrain the occupants in a severe frontal collision.
Leather-Trimmed Upholstery
Leather was a natural choice for the seat trim material; it is hand stitched and hand fitted to ensure quality craftsmanship and
durability. The seat facings, door inserts, steering wheel and shift knob are covered with leather. For 1994, the choice of a black or
a new tan leather-trimmed interior is available for all models, regardless of exterior color.
Automatic Climate Control System
A compact Climate Control System has been developed specifically for the NSX. This is a fully automatic system, but the
automatic function can be overridden and the system can be used in a fully manual mode.
Acura/Bose Music System
Bose engineers became involved with the NSX sound system at an early stage of interior design. This 4-speaker system was
designed and calibrated specifically for the unique acoustics and resonances of the NSX interior and provides the highest quality
imaging and spatial dynamics for both the driver and the passenger.
The Acura/Bose Music System's speakers are precisely aimed so that the pressure wave of the speaker closest to each occupant
doesn't overpower the pressure wave from the speaker which is farthest away. This produces a balanced sound from each
speaker and the net result is true stereo performance.
The AM/FM stereo/cassette features Dolby, Dynamic Noise Reduction, and an FM diversity antenna system. The auto preset
function will automatically lock on eight strong AM and eight strong FM stations and store them into the preset selector buttons.
An optional CD changer is available.
Theft-Deterrent System
A sophisticated alarm system is standard equipment on the NSX. If an unauthorized attempt is made to enter or start the NSX, the
horn sounds, the flashers are activated and the starter system is disabled. The system automatically arms 15 seconds after the
doors are locked and is disarmed when a door is unlocked with the key.
MANUFACTURING
The central goal behind the design of the unique Tochigi, Japan NSX assembly plant is to produce the highest-quality automotive
product in the world.
This plant has no automated conveyor line. Rather, each car is mounted on a dolly and pushed by hand from one workstation to
the next. Each team of workers is responsible for the quality of work performed at their station. The car is not passed on to the
next area until the team is satisfied that their procedures have achieved the tolerances and goals required in the specifications.
Each assembly station, in effect, also functions as an inspection station.
Engine assembly is also done in a unique way to ensure the highest level of assembly quality. Contrary to typical mass production
procedures, each NSX engine is assembled by an individual, highly skilled technician from start to finish. This process keeps
tolerances to levels that would not be possible in a mass assembly procedure and helps assure reliability and durability.
Vsi jap SS modeli od kar so na trgu so bili ze 2 krat spremenjeni. NSX je od zacetka do sedaj nedotaknjen. (Razen motor 3,2)
(Nissan recimo R32, R33, R34, Supra 93, RX7 92/96...EVo 5 generacij.)
Šteje se Razvoj, filozofija, inovacije. Tega ima NSX najvec med vsemi.
Prijetno branje:
INTRODUCTION
The intention in creating the Acura NSX was to produce a hand-built, exotic, mid- engine sports car that would establish entirely
new levels of prestige, performance, refinement, driveability and reliability. The NSX is designed to represent an entirely new
definition of the exotic sports car.
CONCEPTS AND GOALS
In 1984, the engineers who created the NSX created a list of attributes the automobile was to possess.
Top-rank performance equal to or greater than existing exotics.
Excellent liveability. The NSX had to be as easy to live with as any other Acura.
Light weight.
Forgiving handling characteristics.
Limited production.
OVERVIEW
The mid-engine, 2-seater NSX is powered by an all-aluminum, 3.0-liter V-6 which produces 270 hp and 210 Ibs-ft of torque. The
normally aspirated engine is equipped with dual overhead cams, four valves per cylinder, a Variable Valve Timing and Lift
Electronic Control (VTEC) system, and a Variable Volume Induction System intake configuration. The engine also offers
Programmed Fuel Injection (PGM-FI) and a direct ignition system that uses an individual coil mounted atop each spark plug
instead of a single coil for the entire system. A 5-speed manual transaxle is standard with an electronically controlled 4-speed
automatic available as optional equipment.
The chassis features all-aluminum construction for light weight. The 4-wheel independent double-wishbone suspension also
features aluminum-alloy control arms and hub carriers front and rear, and aluminum subframes for the front and rear suspension.
The braking system features ventilated 4-wheel discs front and rear, and an advanced 4-channel Anti-Lock Braking System
(ABS). A sophisticated Traction Control System (TCS) has been designed to help limit wheelspin and enhance control on slippery
surfaces.
POWERTRAIN
Overview
The NSX engine is an all-aluminum,90-degree,3.0-liter (2977 cc), dual overhead cam, 4-valve per cylinder, V-6 which produces
270 hp at 7100 rpm when mated to the manual transmission, and 252 hp at 6600 rpm when mated to the automatic trans mission.
The torque rating is 210 lbs-ft at 5300 rpm for both manual and automatic transmissions. The redline for the manual is 8000 rpm,
while that for the automatic is 7500 rpm. Fuel cutoff is 8300 rpm for the manual and 7800 rpm for the automatic.
An exclusive electronically controlled Variable Valve Timing and Lift Electronic Control (VTEC) system optimizes volumetric
efficiency at both high and low engine speeds. A unique Variable Volume Induction System changes the configuration of the
intake system with varying engine speeds, working with the VTEC system to broaden the torque curve and increase peak power
output.
Engine Block, Cylinder Heads, Crankshaft
To achieve both light weight and durability, the block is made of aluminum alloy with cast-in iron cylinder liners. The crankshaft is
a fully counter-weighted forged-steel unit. The cylinder heads are low-pressure cast aluminum. The combustion chamber is a
pent-roof design with generous squish area to promote swirl and enhance combustion efficiency. The spark plug is centrally
located for optimum flame propagation, and features a platinum tip for improved durability and longer service life.
Titanium Connecting Rods
The connecting rods are made of a specially patented titanium alloy. While titanium rods are common in Formula One and other
race engines, this is the first application of titanium in a production car. Compared to a steel connecting rod for the same engine,
these titanium rods each weigh 190 grams less and are significantly stronger.
Variable Valve Timing and Lift Electronic Control (VTEC) System
Without question, the Variable Valve Timing and Lift Electronic Control (VTEC) system is a breakthrough in engine technology. It
convincingly solves the age-old trade-offs between low-end torque and high-end power.
The heart of the VTEC system is a unique camshaft and rocker arm system. For each cylinder's set of two intake (or exhaust)
valves, there are three corres- ponding lobes on the camshaft. The two outboard lobes each have a profile suited for low- to
mid-rpm operation. The third, or center, cam lobe has a dramatically different profile designed for longer duration and higher lift;
this lobe profile is designed to optimize breathing and horsepower production at high engine speeds. At part throttle and low load
operation, this third lobe is inactive and doesn't act on the valves. During high-speed operation, the VTEC computer sends a signal
to a spool valve, which in turn delivers engine oil to small pistons in the rocker arms. Oil pressure causes the pistons to slide
outward, locking all three rocker arms together. Once locked, the rocker arms are forced to follow the center cam lobe. The
cross-over from low lift to high lift occurs in 0.1 second and is virtually undetectable to the driver.
Variable Volume Induction System
In addition to variable valve timing, the NSX engine also uses a Variable Volume Induction System. This system uses a separate
intake air plenum, located beneath the main intake manifold. This second plenum is separated from the primary manifold by six
butterfly valves, which open between 4600 and 4900 rpm and are actuated by manifold vacuum.
When the valves open, the added volume of the secondary plenum creates a higher resonance frequency, which in turn creates a
sonic pressure wave. This sonic pressure wave hits each pair of intake valves just as they open, promoting more rapid and
complete cylinder filling. This system was designed to work in concert with VTEC to improve both low-end torque and high rpm
power.
Fuel Injection
Programmed Fuel Injection (PGM-FI) ensures that each cylinder receives the precise amount of fuel necessary for the present
load and speed conditions. This system has been specially tailored to the unique capabilities of the induction and VTEC systems.
Direct Ignition System
To ensure a hot, stable spark at high rpm operation, the single-coil ignition system has been superseded by a coil mounted atop
each spark plug, a design similar to that used in Formula One racing engines.
Manual Transmission
The standard manual transmission is designed to provide impressive durability, with short shift throws and quick, precise response.
A dual-cone synchronizer is used for second gear, for quicker, smoother shifting, and reverse gear is also equipped with
synchromesh. For 1994, the transmission gears have been redesigned for even smoother, quieter operation.
Twin-Disc Clutch
To handle the high torque and power output of the NSX engine, a twin-disc clutch was developed. The twin-disc design increases
the torque capacity of the unit, while retaining a light clutch feel and reducing rotating inertia.
Automatic Transmission
The optional 4-speed automatic transmission allows the driver to select and hold each gear manually. To enhance smoothness
during upshifts and downshifts, an ignition retard control system is used to momentarily reduce engine output. The automatic is also
equipped with a programmed lockup torque converter to improve fuel economy and reduce slippage. Lockup is available in third
and fourth gear and, unlike other automatic transmissions, it occurs in four increments, rather than one abrupt transition, to provide
smooth operation. The transmission is unique in that it maintains lockup while the car is decelerating.
Torque Control Differential
The torque control differential employs a multi-plate clutch and planetary gearset to help maintain vehicle stability at speed in
crosswinds and when driving over split- friction surface conditions. The unit reacts to the rotational difference between the rear
wheels and attempts to maintain the same rate of rotation at both wheels.
If the NSX should be forced off the intended direction in a crosswind, the differential will detect the rotational difference between
the two rear wheels and transfer torque to the slower rotating wheel. This has the effect of directing the car back into the desired
path.
Traction Control System (TCS)
The goal of the Traction Control System (TCS) was to minimize rear wheelspin on slippery or uneven road conditions. This unique
development was created as a high- performance system rather than a pure low-speed traction enhancing device. TCS uses the
wheel-speed sensors of the Anti-Lock Braking System (ABS) to detect the rotational differences between the two rear wheels. If
the computer determines that the surface is slippery, CPU (central processing unit) signals are sent to decrease the amount of air
and/or fuel delivered to the engine. The driver can elect to disengage TCS by a switch located on the instrument panel.
CHASSIS
Suspension
The desired goals of the NSX suspension went well beyond the typical goals of high lateral adhesion, transient response and linear
response to control input. The engineers wanted a suspension that allowed the driver to easily control the car right to the limit.
The basic configuration is similar to that of a Formula One car in that it employs an upper and lower control arm (or
double-wishbone) design with a coil-over shock absorber and stabilizer bar front and rear. The rear suspension also has an
additional transverselink for greater wheel control. All the suspension arms are made of extremely rigid and durable forged
aluminum. The front steering knuckles and the rear hub carriers are also made from heat-treated aluminum castings. The springs
are straight rate with an extended rubber bump stop mounted on the chassis which acts as a progressive springing element at the
limit of wheel travel.
The shock absorbers are nitrogen filled and feature a newly designed progressive valve. The progressive opening of this valve
produces a more favorable damping profile, and more precise damping control than a conventional valve system in which the fluid
control orifices are either fully opened or closed.
The front and rear suspension components are mounted on separate aluminum subframes. These subframes are castings mounted
to the chassis by rubber bushings, designed to reduce vibration, yet limit flex and shift of the subframes relative to the chassis.
The suspension development program was far-ranging and took place at the Tochigi Proving Grounds, the Suzuka circuit and the
179-turn Nurburgring course in Germany. In addition to the standard evaluations conducted in-house by the suspension engineers,
the car was subjected to evaluation by top-rank drivers such as three-time Formula One World Champion Ayrton Senna,
Indianapolis 500 winner Bobby Rahal, and Formula One driver Satoru Nakajima.
Brakes
The NSX is equipped with 4-wheel ventilated disc brakes and dual-piston steel calipers. THe diameter of the front and rear discs
are 282 mm (11.1 in). The braking targets were to set new standards of braking performance, fade resistance, provide good pedal
feel, linear braking response and low pedal effort.
Four-Channel Anti-Lock Braking System (ABS)
The 4-channel Anti-Lock Braking System controls each wheel independently with a 16-bit rnicroprocessor. This
4-wheelindependent capability allows fine control of the anti-lock function especially when the car is braking on a surface with a
split coefficient of friction -- for instance, if the left side wheels are on snow, ice or standing water and the right side wheels are
on dry pavement.
The basic configuration is independent parallel hydraulic circuits. In addition to the primary, non-anti-lock braking circuit, the
anti-lock system has its own hydraulic reservoir, pump, modulator unit, solenoids and control pistons. If a failure in the anti- lock
hydraulic circuit should occur, normal braking force will be fully retained by the primary braking circuit.
Rack-and-Pinion Steering Sytem
NSX models with the manual transmission are equipped with a manual, non-assisted rack-and-pinion steering system. To~nsure
maximum reliability, it features a sealed gearbox design.
Variable Electric Power-Assisted Steering System
Available only on the automatic transmission-equipped NSX, this power-assisted steering system was the first of its kind on the
American market. The system consists of a rack-and-pinion steering gear with an electric motor installed concentrically around
the steering rack. The steering system is a direct design which functions with no assist at higher vehicle speeds. A speed sensor in
the electronic control unit determines road speed and, coupled with a steering sensor for torque and rotation, feeds a signal to the
motor. To ensure reliability, the electrical system for this unit features gold-plated connectors.
Forged Alloy Wheels
To further reduce unsprung weight and provide the highest strength possible, the engineers specified forged-aluminum alloy
wheels. To produce the wheels, a new facility was built exclusively for this purpose by Sumitomo Light Metals. The result is a
very light wheel with the strength and impact resistance of a much heavier steel wheel.
For 1994, the NSX features wider, larger diameter seven-spoke wheels, for even better steering response and enhanced cornering
ability. The rear wheels are 8.5 x 17 inch, and the front wheels are 7 x 16 inch.
Tires
The suspension engineers, working in conjunction with Yokohama Tire Company and Bridgestone Tire Company, sought to
produce tires that would not only provide excellent traction and handling, but also allow the driver to "feel" the limits of the tires'
performance.
The resulting uniquely designed tires were remarkable, meeting all the high performance targets the engineers established early in
the program. But since anv tire is a delicate compromise, the engineers compromised heavily in favor of performance.
For 1994, the NSX features larger, lower aspect ratio tires, front and rear, for even more responsive handling and increased
cornering capability. The tire sizes are 215/45 ZR16 front and 245/40 ZR17 rear. These tires provide excellent wet- and dry-
weather traction, high-speed stability and immediate and predictable reaction to steering input.
STRUCTURE
Overview
A rigid structure is of paramount importance in a performance car. High rigidity provides a stable platform for proper suspension
geometry and alignment, and it makes possible a tight, rattle-free interior. Additionally, central to the goal of performance is a
favorable power-to-weight ratio; a very light car can achieve high performance levels with less horsepower. After an intensive
research effort, it was determined that the most efficient way to meet the rigidity and weight targets for the NSX was to build the
car exclusively of aluminum.
Using a Cray II supercomputer, the engineers performed millions of Finite Element Modeling and stress analysis calculations. The
result of this research and development effort is a chassis that weighs 210 kg (462 lbs) with doors, hood and deck lids installed --
about 40% less than a steel chassis -- but with the same rigidity and impact protection. The NSX structure is significantly stiffer
than every other competitor currently on the market.
Extruded Aluminum Side Sills
To attain a structure of high rigidity, complex aluminum extrusions were used for the crucial side sills of the unit body. These
extrusions, with their carefully braced internal structure, contribute to the extremely high torsional stiffness of the NSX.
Radiused Front Frame Rails
To maximize occupant protection, the front frame rails of the unit body are designed with large-radius curves where they meet the
passenger cabin. This design helps to dissipate energy in a collision, spreading out impact loads and diverting them under the
passenger cell.
Perimeter Roof Rail
An innovative perimeter roof rail design helps to maximize the structural rigidity of the roof. The closed-section rail securely ties
the four body pillars together, helping to resist torsional forces imposed on the body in hard cornering or on bumpy roads. This
improves handling precision and reduces the possibility of squeaks and rattles.
Painting
The NSX is painted in a 27-step paint process, including an aircraft-type chromate coating designed for use with aluminum. A new
waterborne paint for the base coat was developed to achieve a clearer, more vivid color and a smoother surface finish.
INTERIOR
Concept and Goals
The object was to create an interior that was the sports car equivalent of a jet fighter pilot's helmet. The key elements of this
concept were unlimited visibility, a feeling of snugness or intimacy with the interior of the vehicle, and the sense that the cockpit
and driver were out in the airstream rather than enclosed and isolated from the environment. To achieve this feeling, the seating
space for the driver and passenger was designed to fit snugly at the hips and flow outward and upward to provide ample space for
the head and shoulders.
Seating Position and Visibility
A low seating position contributes to a low center of gravity and helps to reduce the frontal area for improved aerodynamics.
Ordinarily, a low hip-point would impart to the driver the feeling of being buried in the interior and create a claustrophobic feeling.
To avoid this, the body engineers created a very low cowl section which allowed them to lower the height of the dash and
instrument panel. The low cowl also enhanced forward visibility.
Instrumentation and Controls
In designing the instrument panel, the approach was one of simplicity. Since the primary function of the instruments is to relay
information as clearly and quickly as possible, the designers opted for a traditional analog execution.
The instrument faces are round with white numerals on a black background. The instrument panel is dominated by the tachometer
on the left and the speed- ometer on the right. To the left of the tach are the smaller water temperature and oil pressure gauges.
To the right of the speedometer are the fuel gauge and voltmeter.
All the major controls are clustered around the steering wheel column to make them easy to reach.
Dual Air Bag Supplemental Restraint System (SRS) With Automatic Seat Belt Tensioners
The NSX is equipped with driver's and passenger's Supplemental Restraint System (SRS) air bags which are intended to
supplement the seat belts. In conjunction with these, the NSX features automatic seat belt tensioners which use the same impact
sensors as the air bags. The belt tensioners are activated simultaneously with the air bags, causing each belt to retract 50 mm to
help restrain the occupants in a severe frontal collision.
Leather-Trimmed Upholstery
Leather was a natural choice for the seat trim material; it is hand stitched and hand fitted to ensure quality craftsmanship and
durability. The seat facings, door inserts, steering wheel and shift knob are covered with leather. For 1994, the choice of a black or
a new tan leather-trimmed interior is available for all models, regardless of exterior color.
Automatic Climate Control System
A compact Climate Control System has been developed specifically for the NSX. This is a fully automatic system, but the
automatic function can be overridden and the system can be used in a fully manual mode.
Acura/Bose Music System
Bose engineers became involved with the NSX sound system at an early stage of interior design. This 4-speaker system was
designed and calibrated specifically for the unique acoustics and resonances of the NSX interior and provides the highest quality
imaging and spatial dynamics for both the driver and the passenger.
The Acura/Bose Music System's speakers are precisely aimed so that the pressure wave of the speaker closest to each occupant
doesn't overpower the pressure wave from the speaker which is farthest away. This produces a balanced sound from each
speaker and the net result is true stereo performance.
The AM/FM stereo/cassette features Dolby, Dynamic Noise Reduction, and an FM diversity antenna system. The auto preset
function will automatically lock on eight strong AM and eight strong FM stations and store them into the preset selector buttons.
An optional CD changer is available.
Theft-Deterrent System
A sophisticated alarm system is standard equipment on the NSX. If an unauthorized attempt is made to enter or start the NSX, the
horn sounds, the flashers are activated and the starter system is disabled. The system automatically arms 15 seconds after the
doors are locked and is disarmed when a door is unlocked with the key.
MANUFACTURING
The central goal behind the design of the unique Tochigi, Japan NSX assembly plant is to produce the highest-quality automotive
product in the world.
This plant has no automated conveyor line. Rather, each car is mounted on a dolly and pushed by hand from one workstation to
the next. Each team of workers is responsible for the quality of work performed at their station. The car is not passed on to the
next area until the team is satisfied that their procedures have achieved the tolerances and goals required in the specifications.
Each assembly station, in effect, also functions as an inspection station.
Engine assembly is also done in a unique way to ensure the highest level of assembly quality. Contrary to typical mass production
procedures, each NSX engine is assembled by an individual, highly skilled technician from start to finish. This process keeps
tolerances to levels that would not be possible in a mass assembly procedure and helps assure reliability and durability.
The Honda Doctor
INOVACIJE:
Engineering Innovations on Honda NSX
Body
Aluminum Unit-Body Construction
World's first aluminum production car
Unit body weighs only 462 lbs -- 40% less than steel
Incorporates unique high-strength extruded-aluminum side sills
Unique heat treatment ensures surfaces hardness
Highly corrosion resistant
High torsional and bending rigidity
Cabin Forward/Long-Tail Design
Provides best visibility in class -- 312 degrees
Significantly improves aerodynamic balance
Provides optimum occupant and component layout
Powertrain
VTEC System
First application in U.S.
Unique Variable Valve Timing and Lift Electronic Control (VTEC) system
Uses two different cam profiles to improve low-end torque and high-end power
Boosts engine performance to 90 hp per liter
Variable Volume Induction Svstem
Improves power and torque by optimizing air induction at all rpm
Direct Ignition
Eliminates distributor
Each plug has own ignition coil similar to race engine
Delivers stable high voltage to spark plugs
Titanium Connecting Rods
World's first use in a production car
Stronger than steel and lightweight -- saves 190 grams
Reduces reciprocating mass for high rpm engine operation
Twin-Disc Clutch
Two smaller-diameter friction discs replace large, heavier single disc
Better design for high engine output
Transmission
Refined transmission gears for quieter operation
Torque Control Differential
Unique limited slip differential
Improves stability in crosswinds
Chassis
All-Aluminum Suspension
Aluminum 4-wheel double-wishbone design
Forged-aluminum suspension arms for strength and low unsprung
Front suspension utilizes unique compliance pivot for ideal suspension geometry and ride quality
44 lbs (20 kilograms) lighter than steel
Four-Channel Anti-Lock Braking System (ABS)
First use in U.S.
Provides more precise independent braking control over each wheel
Traction Control System (TCS)
Enhances performance over wide range of conditions rather than just low friction surfaces
System can be shut off manually by driver
Electric Power-Assisted Steering (AT models only)
First of its kind on American market
Electric variable power-assist uses electric motor rather than hydraulics to reduce steering effort
Reduces weight
Does not take power away from engine to operate hydraulic pump
Custom-Designed Tires and Wheels
New, larger wheels and tires. Front: 215/45ZR 16 tires on 16 x 7 JJ forged alloy wheels; Rear: 245/40ZR 17 tires on 17 x
8.5 JJ forged alloy wheels
Unidirectional tires specific to each corner of the car
Different compounds used front and rear
Light-weight, forged, aluminum-alloy wheels reduce unsprung weight by 19.8 lbs (9 kg) over cast wheels
Interior
Dual Air Bags plus Automatic Seat Belt Tensioners Provide Supplemental Restraint System (SRS)
Compact air bag design allows use in small steering wheel space
Electrical connectors are gold-plated to enhance conductivity and provide corrosion protection and reliability
Automatic seat belt tensioners help to hold occupants in place
Aluminum Seat Frame
First for a production car
Entire seat frame made of lightweight stamped aluminum
Has 1/3 fewer parts than steel seat
Seat rails made from aluminum extrusions
Engineering Innovations on Honda NSX
Body
Aluminum Unit-Body Construction
World's first aluminum production car
Unit body weighs only 462 lbs -- 40% less than steel
Incorporates unique high-strength extruded-aluminum side sills
Unique heat treatment ensures surfaces hardness
Highly corrosion resistant
High torsional and bending rigidity
Cabin Forward/Long-Tail Design
Provides best visibility in class -- 312 degrees
Significantly improves aerodynamic balance
Provides optimum occupant and component layout
Powertrain
VTEC System
First application in U.S.
Unique Variable Valve Timing and Lift Electronic Control (VTEC) system
Uses two different cam profiles to improve low-end torque and high-end power
Boosts engine performance to 90 hp per liter
Variable Volume Induction Svstem
Improves power and torque by optimizing air induction at all rpm
Direct Ignition
Eliminates distributor
Each plug has own ignition coil similar to race engine
Delivers stable high voltage to spark plugs
Titanium Connecting Rods
World's first use in a production car
Stronger than steel and lightweight -- saves 190 grams
Reduces reciprocating mass for high rpm engine operation
Twin-Disc Clutch
Two smaller-diameter friction discs replace large, heavier single disc
Better design for high engine output
Transmission
Refined transmission gears for quieter operation
Torque Control Differential
Unique limited slip differential
Improves stability in crosswinds
Chassis
All-Aluminum Suspension
Aluminum 4-wheel double-wishbone design
Forged-aluminum suspension arms for strength and low unsprung
Front suspension utilizes unique compliance pivot for ideal suspension geometry and ride quality
44 lbs (20 kilograms) lighter than steel
Four-Channel Anti-Lock Braking System (ABS)
First use in U.S.
Provides more precise independent braking control over each wheel
Traction Control System (TCS)
Enhances performance over wide range of conditions rather than just low friction surfaces
System can be shut off manually by driver
Electric Power-Assisted Steering (AT models only)
First of its kind on American market
Electric variable power-assist uses electric motor rather than hydraulics to reduce steering effort
Reduces weight
Does not take power away from engine to operate hydraulic pump
Custom-Designed Tires and Wheels
New, larger wheels and tires. Front: 215/45ZR 16 tires on 16 x 7 JJ forged alloy wheels; Rear: 245/40ZR 17 tires on 17 x
8.5 JJ forged alloy wheels
Unidirectional tires specific to each corner of the car
Different compounds used front and rear
Light-weight, forged, aluminum-alloy wheels reduce unsprung weight by 19.8 lbs (9 kg) over cast wheels
Interior
Dual Air Bags plus Automatic Seat Belt Tensioners Provide Supplemental Restraint System (SRS)
Compact air bag design allows use in small steering wheel space
Electrical connectors are gold-plated to enhance conductivity and provide corrosion protection and reliability
Automatic seat belt tensioners help to hold occupants in place
Aluminum Seat Frame
First for a production car
Entire seat frame made of lightweight stamped aluminum
Has 1/3 fewer parts than steel seat
Seat rails made from aluminum extrusions
The Honda Doctor
TESTIRANJE IN RAZVOJ:
Na Nurburgringu..
What better place to sample the final production version of Honda's
NSX supercar than the old Nurburgring? PHIL SCOTT pounded round
this historic circuit and live to write the tale...
"Whenever I drive there I get back to the pits and take a big, deep breath because, my God, I'm
pleased to be home!"
- Jackie Stewart, 1968
Somewhere near the Foxhole. We'r in too deep, going too fast, but we've run out of options.
Forgot the sequence. Under the bridge then the sweepers. Fast downhill left then right. Almost a
straight line if your placement is good. Mine is not. Dab the brakes, flick the wheel and prepare
to thread through the eye of the needle.
The view out the screen is frozen: brilliant green forest, two layers of battered Armco and a rusty
cyclone fence. In a blink it's gone, but the image is photo-clear. Funny how the mind works,
slowing things down, enriching the senses. Watch the edge now and fear the grass. Listen to
the engine. A chorus of soaring top notes with a big barrel chest behind it. An alloy Pavarotti in
fully cry.
Feel the car drift, the breakaway progresive, forgiving, every movement so beautifully linear.
There are no sharp edges, no surprises. Tippy toes and a deep breath, adjust the attitude with
a lift and a flutter of wrist. Wait. Wait for the apex... and bang home the throttle! Rubber squirms
and bites. Then thrums, booms and buzzes on the flat honeycomb kerbing. Caressing the
border between black and green, the red car ruffles the long summer grass with a rush of wind
and heat. We are through. Lungs fill for the first time in perhaps 20 seconds as the throttle is
rolled off. The car slows on the short straight and we come to terms with it. That was too close.
Didn't remember the flow. Didn't recognise the approach. How long does it take to come to grips
with this place?
Later I learn there are 157 corners on the old north cicuit at the Nurburgring. Apart from the few
you can safely measure as they loom into view, I vaguely recognise a dozen of the others, the
ones that appear over blind brows or corkscrew out of sight through a carpet or fir trees.
Honda knows them all. Intimately. Profiles, gradients, optimum gear ratios - there are no
mysteries. The reasearch & development men reckon eight minutes 11 seconds is the optimum
lap time in their NSX for the Nordschleife's 20.8 km - a piece of road unlike any other on planet
earth. Imagine the dips, swoops and traps at Bathurst - from Reid Part to Forrest's Elbow - then
multiply that cute little strip of road by 10. Placement, fluency and bravado are the only shortcuts
to a fast lap time.
Unless the place flows for you, it can be incredibly dangerous. The Ring, of course, is rich with
ghosts and flory. From Hocheichen past the Flugplatz up to Adenau. Then it's Bergwerk and on
to the Karussell. They may seem like foreign names on signposts, but think again. Freezeframes
of Jackie Stewart jumping the Matra high above the spray at "the flying place" in 1968; Bernd
Rosemeyer clipping the apex at Hocheichen, his 1936 Auto Union in a delicately controlled
slide; Fangio imperious, head straight, arms coiled, gunning his silberpfiel through the banked
Karussell; and Lauda, poor bastard, trapped at Bergwerk, his Ferrari a fireball. So many ghosts,
so much glory.
Since 1927, this green and misty valley high in the Eifel Mountains has been an altar to
European motor racing.
Since mid 1989 it has been a laboratory for Honda. Somehow that says it all.
For nearly 12 months, teams of Japanese engineers have worked here, reeling off lap after lap,
oblivious to the blood and thunder of battles long since fought. It was not Nuvolari's courage in a
P3 Alfa that drew them to the Ring, but the search for more knowledge about supercar handling,
about brakes, steering, gearshift feel and engine response. And those elements that can't be
isolated on a computer program - only felt through hands, heart and the seat of the pants.
Although little publicised, the Nurburgring has been Honda's principal weapon during final
development of the NSX sports car. This old racetrack has profoundly influenced the final
sensitivity - the brio - of Honda's aluminium missile. One of Honda's chief engineers confides
that his personal lap tally now exceeds 200. He's Japanese. He must be good. He tells me this
in a hotel conference room in the nearby town of Daun. Here Honda is hosting the world media
launch of the NSX; at least the world outside the US.
Twenty-three countries have been invited to Daun, mid-way between the Rhine and the Belgian
border, to drive the autobahns and the hook-eye valley passes, to see how Honda's
mid-engined flagship performs on real-world roads. It's both cheeky and smart. Cheeky because
the NSX will outrun any Benz, Porsche or BMW, which, by mutual agreement, are restricted to
250 km/h. Smart because it provides a fast-track to a pedigree Honda doesn't have.
This is not my first acquaintance with the NSX. A year ago and half a world away the prototype
created an incredible impression after a first encounter in Japan. Since then, Honda has honed
and polished the corporate jewel still further. Honda stitched an extra 30 mm into the wheelbase
and toughened up the B-pillar after Ayrton Senna punished it around Suzuka and suggested
more torsional stiffness was needed.
At the same time the nose was rounded slightly and the more potent twin-cam variable-valve
timing VTEC engine installed. Total power: 201 kW from 3.0 litres. Said another way, 67 kW for
every 1000 cm3 capacity - which rivals BMW's M5 and Mercedes' evolution II as world's highest
specific output non-turbocharged engine. Yet it's capable of hatchback fuel economy. On the
European urban cycle, the NSX records 13 litres/100 km.
With Abdul fiddling the oil tap and environmental concerns mounting, Honda's decision not to
bild a monster has been validated. A "green" supercar may seem a contradiction, but in practice
it works. The formula is disarminly simple. High power, low eight, maximum efficiency. An
aluminium body with alloy underpinnings saves 200 kg. Aluminium is hard stuff to work, costs
three to five times the price of sheet steel, but ofers weight savings so substantial Honda can
equip the NSX with anti-lock brakes, traction control, air-con and a sumptuous interior yet tips
the scales 23 kg under a Ferrari 348. Take out the luxury, and a club-sport NSX would weight
only 1200 kg.
Honda tried four wheel drive and four wheel steering. They worked well enough, according to
the engineers, but weighed too much and created their own difficulties - like a floorpan pressing
with a tunnel to house a transaxle and steering shaft. As I recall the prototype, the NSX chassis
had no need for such embellishments. And that was before a year of fine-tuning in the Eifel
Mountains.
Honda's suggested autobahn test route from Daun didn't take us anywhere near the village or
Nurburg. We simply got lost, didn't we.
"Okay, one our is all," says the gateman. He writes 13.00 hrs on his pad in that precisely slanted
Germanic script and holds it up to reinforce his point.
It's been chaotic but finally we're allowed to swing open the five-metre high steel gates that
separate us from the world's best and most dangerous roller coaster ride. For the next 60
minutes, the old Nurburgring will be ours - and ours alone. Officially it's verboten. Audi is
conducting closed-circuit high-performance driver training. But even Audi men have to eat. A
little international negotiation and at last the NSX idles past the gatehouse. All shiny-red and
glinting in the midday sun, it doesn't rate a second glance from the keeper at the gate. He's seen
more of these things flash past his front window this past 12 months than the laptimer at
Honda's Tochigi Proving Ground. He goes back to his wurst.
Your first lap on the Nurburgring can be likened to a kid learning to ride a bike. Even at
seven-tenths, with the eyes wide open and the brain in gear, it is unbalanced, unco-ordinated,
ungainly. After three laps on a normal track, confidence begins to flow. On the Ring you're still
driving it like a blind tarmac rally stage. So much of it lies beyond the line of sight that you're
constantly reacting rather than anticipating. It might be rough but it can be very revealing. If the
car isn't forgiving, you're unlikely to drive it away.
Five laps and some quickfire photography is not enough to write a book. But the impressions
are strong - of both the car and the circuit.
I'm left to convey in one-dimensional black and white what no television camera could ever
capture, no matter how artfully produced.
My tape recorder is full of glorious noise. The engine soaring to 8000 then bap-bapping down
through the gears. There's a strained, excited voice hollering over the mechanical din.
Sometimes it's cut short in mid-word. A lot of it doesn't make sense, not when you sit down with
a circuit map that makes the place look smoothed over, flat and uncomplicated. It's not. It rises
and falls like the sea in a gale.
There faster you go, the more there is to learn. In two places you leave terra firma. In another
you're squashed into the ground by G-forces strongs enough to steal your breath. Every bump
is a new challenge, the banked Karussell a frightening excercise in precision. Later, Windston
Percy tells me it throws cars off into the trees if the driver peels off the wall too early.
There are corners like Wehseifen that lierally spit the car across the road... and Klostertal,
where even pros hold their breath. There are more bad cambers than an alignment shop full of
EA Falcons, enought blind yumps to qualify as a special stage in the 1000 Lakes. And
intertwined with the rapid-fire directional changes and the rise and fall is this backgdrop of
blurred green.
Villages appear on the horizon. And workday traffic scuttles underneath the bridges. One can
only imagine what it was like behind the wheel of a Formula One car, in blinding rain and fog.
FOR SUX
In an NSX, the Nurburgring extracts a harsh toll from chassis, brakes, tyres and engine, but in
the end it's the car that triumphs. Honda already has its knockers, they'll home in on the
Ferrari-esque styling and talk knoingly about a lack of "character" when compared with "real"
cars like Porches and Ferraris.
To be sure, the NSX is no Pininfarina masterpiece, but nor is it offensive. If character is all about
squiffy ergonomics, poor visibility, heavy controls and the need for total concentration to drive
fast, then the NSX has no character at all.
Instead it's light, confortable, practical and so easy to driv you'd send your mom down to the
shops in it. What is lacks in sheer animal magnetism it balances with finesse and forgiveness.
But Honda in Australia has a problem with this car. It will be more expensive than predicted.
Somewhere between a Carrera 2 and a Carrera 4. Porsche has an established inventment
value but Honda does not. And that's the greatest risk element for NSX buyers. The car will not
disappoint, but the jury is yet to deliver a verdict on Honda's ability to protect the investment.
So when you hear arguments about the NSX being a characterless Japanese copy car, ask the
perpetrators if they've driven it.
Better still, driven it around the Nurburgring. If not, then they don't know...
Na Nurburgringu..
What better place to sample the final production version of Honda's
NSX supercar than the old Nurburgring? PHIL SCOTT pounded round
this historic circuit and live to write the tale...
"Whenever I drive there I get back to the pits and take a big, deep breath because, my God, I'm
pleased to be home!"
- Jackie Stewart, 1968
Somewhere near the Foxhole. We'r in too deep, going too fast, but we've run out of options.
Forgot the sequence. Under the bridge then the sweepers. Fast downhill left then right. Almost a
straight line if your placement is good. Mine is not. Dab the brakes, flick the wheel and prepare
to thread through the eye of the needle.
The view out the screen is frozen: brilliant green forest, two layers of battered Armco and a rusty
cyclone fence. In a blink it's gone, but the image is photo-clear. Funny how the mind works,
slowing things down, enriching the senses. Watch the edge now and fear the grass. Listen to
the engine. A chorus of soaring top notes with a big barrel chest behind it. An alloy Pavarotti in
fully cry.
Feel the car drift, the breakaway progresive, forgiving, every movement so beautifully linear.
There are no sharp edges, no surprises. Tippy toes and a deep breath, adjust the attitude with
a lift and a flutter of wrist. Wait. Wait for the apex... and bang home the throttle! Rubber squirms
and bites. Then thrums, booms and buzzes on the flat honeycomb kerbing. Caressing the
border between black and green, the red car ruffles the long summer grass with a rush of wind
and heat. We are through. Lungs fill for the first time in perhaps 20 seconds as the throttle is
rolled off. The car slows on the short straight and we come to terms with it. That was too close.
Didn't remember the flow. Didn't recognise the approach. How long does it take to come to grips
with this place?
Later I learn there are 157 corners on the old north cicuit at the Nurburgring. Apart from the few
you can safely measure as they loom into view, I vaguely recognise a dozen of the others, the
ones that appear over blind brows or corkscrew out of sight through a carpet or fir trees.
Honda knows them all. Intimately. Profiles, gradients, optimum gear ratios - there are no
mysteries. The reasearch & development men reckon eight minutes 11 seconds is the optimum
lap time in their NSX for the Nordschleife's 20.8 km - a piece of road unlike any other on planet
earth. Imagine the dips, swoops and traps at Bathurst - from Reid Part to Forrest's Elbow - then
multiply that cute little strip of road by 10. Placement, fluency and bravado are the only shortcuts
to a fast lap time.
Unless the place flows for you, it can be incredibly dangerous. The Ring, of course, is rich with
ghosts and flory. From Hocheichen past the Flugplatz up to Adenau. Then it's Bergwerk and on
to the Karussell. They may seem like foreign names on signposts, but think again. Freezeframes
of Jackie Stewart jumping the Matra high above the spray at "the flying place" in 1968; Bernd
Rosemeyer clipping the apex at Hocheichen, his 1936 Auto Union in a delicately controlled
slide; Fangio imperious, head straight, arms coiled, gunning his silberpfiel through the banked
Karussell; and Lauda, poor bastard, trapped at Bergwerk, his Ferrari a fireball. So many ghosts,
so much glory.
Since 1927, this green and misty valley high in the Eifel Mountains has been an altar to
European motor racing.
Since mid 1989 it has been a laboratory for Honda. Somehow that says it all.
For nearly 12 months, teams of Japanese engineers have worked here, reeling off lap after lap,
oblivious to the blood and thunder of battles long since fought. It was not Nuvolari's courage in a
P3 Alfa that drew them to the Ring, but the search for more knowledge about supercar handling,
about brakes, steering, gearshift feel and engine response. And those elements that can't be
isolated on a computer program - only felt through hands, heart and the seat of the pants.
Although little publicised, the Nurburgring has been Honda's principal weapon during final
development of the NSX sports car. This old racetrack has profoundly influenced the final
sensitivity - the brio - of Honda's aluminium missile. One of Honda's chief engineers confides
that his personal lap tally now exceeds 200. He's Japanese. He must be good. He tells me this
in a hotel conference room in the nearby town of Daun. Here Honda is hosting the world media
launch of the NSX; at least the world outside the US.
Twenty-three countries have been invited to Daun, mid-way between the Rhine and the Belgian
border, to drive the autobahns and the hook-eye valley passes, to see how Honda's
mid-engined flagship performs on real-world roads. It's both cheeky and smart. Cheeky because
the NSX will outrun any Benz, Porsche or BMW, which, by mutual agreement, are restricted to
250 km/h. Smart because it provides a fast-track to a pedigree Honda doesn't have.
This is not my first acquaintance with the NSX. A year ago and half a world away the prototype
created an incredible impression after a first encounter in Japan. Since then, Honda has honed
and polished the corporate jewel still further. Honda stitched an extra 30 mm into the wheelbase
and toughened up the B-pillar after Ayrton Senna punished it around Suzuka and suggested
more torsional stiffness was needed.
At the same time the nose was rounded slightly and the more potent twin-cam variable-valve
timing VTEC engine installed. Total power: 201 kW from 3.0 litres. Said another way, 67 kW for
every 1000 cm3 capacity - which rivals BMW's M5 and Mercedes' evolution II as world's highest
specific output non-turbocharged engine. Yet it's capable of hatchback fuel economy. On the
European urban cycle, the NSX records 13 litres/100 km.
With Abdul fiddling the oil tap and environmental concerns mounting, Honda's decision not to
bild a monster has been validated. A "green" supercar may seem a contradiction, but in practice
it works. The formula is disarminly simple. High power, low eight, maximum efficiency. An
aluminium body with alloy underpinnings saves 200 kg. Aluminium is hard stuff to work, costs
three to five times the price of sheet steel, but ofers weight savings so substantial Honda can
equip the NSX with anti-lock brakes, traction control, air-con and a sumptuous interior yet tips
the scales 23 kg under a Ferrari 348. Take out the luxury, and a club-sport NSX would weight
only 1200 kg.
Honda tried four wheel drive and four wheel steering. They worked well enough, according to
the engineers, but weighed too much and created their own difficulties - like a floorpan pressing
with a tunnel to house a transaxle and steering shaft. As I recall the prototype, the NSX chassis
had no need for such embellishments. And that was before a year of fine-tuning in the Eifel
Mountains.
Honda's suggested autobahn test route from Daun didn't take us anywhere near the village or
Nurburg. We simply got lost, didn't we.
"Okay, one our is all," says the gateman. He writes 13.00 hrs on his pad in that precisely slanted
Germanic script and holds it up to reinforce his point.
It's been chaotic but finally we're allowed to swing open the five-metre high steel gates that
separate us from the world's best and most dangerous roller coaster ride. For the next 60
minutes, the old Nurburgring will be ours - and ours alone. Officially it's verboten. Audi is
conducting closed-circuit high-performance driver training. But even Audi men have to eat. A
little international negotiation and at last the NSX idles past the gatehouse. All shiny-red and
glinting in the midday sun, it doesn't rate a second glance from the keeper at the gate. He's seen
more of these things flash past his front window this past 12 months than the laptimer at
Honda's Tochigi Proving Ground. He goes back to his wurst.
Your first lap on the Nurburgring can be likened to a kid learning to ride a bike. Even at
seven-tenths, with the eyes wide open and the brain in gear, it is unbalanced, unco-ordinated,
ungainly. After three laps on a normal track, confidence begins to flow. On the Ring you're still
driving it like a blind tarmac rally stage. So much of it lies beyond the line of sight that you're
constantly reacting rather than anticipating. It might be rough but it can be very revealing. If the
car isn't forgiving, you're unlikely to drive it away.
Five laps and some quickfire photography is not enough to write a book. But the impressions
are strong - of both the car and the circuit.
I'm left to convey in one-dimensional black and white what no television camera could ever
capture, no matter how artfully produced.
My tape recorder is full of glorious noise. The engine soaring to 8000 then bap-bapping down
through the gears. There's a strained, excited voice hollering over the mechanical din.
Sometimes it's cut short in mid-word. A lot of it doesn't make sense, not when you sit down with
a circuit map that makes the place look smoothed over, flat and uncomplicated. It's not. It rises
and falls like the sea in a gale.
There faster you go, the more there is to learn. In two places you leave terra firma. In another
you're squashed into the ground by G-forces strongs enough to steal your breath. Every bump
is a new challenge, the banked Karussell a frightening excercise in precision. Later, Windston
Percy tells me it throws cars off into the trees if the driver peels off the wall too early.
There are corners like Wehseifen that lierally spit the car across the road... and Klostertal,
where even pros hold their breath. There are more bad cambers than an alignment shop full of
EA Falcons, enought blind yumps to qualify as a special stage in the 1000 Lakes. And
intertwined with the rapid-fire directional changes and the rise and fall is this backgdrop of
blurred green.
Villages appear on the horizon. And workday traffic scuttles underneath the bridges. One can
only imagine what it was like behind the wheel of a Formula One car, in blinding rain and fog.
FOR SUX
In an NSX, the Nurburgring extracts a harsh toll from chassis, brakes, tyres and engine, but in
the end it's the car that triumphs. Honda already has its knockers, they'll home in on the
Ferrari-esque styling and talk knoingly about a lack of "character" when compared with "real"
cars like Porches and Ferraris.
To be sure, the NSX is no Pininfarina masterpiece, but nor is it offensive. If character is all about
squiffy ergonomics, poor visibility, heavy controls and the need for total concentration to drive
fast, then the NSX has no character at all.
Instead it's light, confortable, practical and so easy to driv you'd send your mom down to the
shops in it. What is lacks in sheer animal magnetism it balances with finesse and forgiveness.
But Honda in Australia has a problem with this car. It will be more expensive than predicted.
Somewhere between a Carrera 2 and a Carrera 4. Porsche has an established inventment
value but Honda does not. And that's the greatest risk element for NSX buyers. The car will not
disappoint, but the jury is yet to deliver a verdict on Honda's ability to protect the investment.
So when you hear arguments about the NSX being a characterless Japanese copy car, ask the
perpetrators if they've driven it.
Better still, driven it around the Nurburgring. If not, then they don't know...
The Honda Doctor
MNENJA NOVINARJEV:
Source:Car & Driver, July 1997
``We C/D testers are unanimous: the NSX is our top choice for pure
driving pleasure. ... Track numbers say nothing about usable
performance. Exotics are notoriously tricky to drive, and street-usable
performance is typically well below the track numbers. Except for the
NSX. This machine is so honest and predictable in its responses that
most of its track performance is also useful performance. Out in the
world, the NSX's no-sweat capabilities top the charts.''
Car & Driver, May 1994
``Years after its summer 1990 introduction, Acura's all-aluminum,
mid-engine two-seater is still a wonder, a car whose evolution keeps
plausible its claim to the title of world's best sports car.''
Motor Trend, May 1997
``Induction sound segues from a subdued purr to a series of sharp,
honking pulses, which meld into one of the most mellifluous mechanical
symphonies of all time - almost as if someone slipped in the soundtrack
of a recent German Grand Prix into the NSX.''
Road & Track, 1993
``...sounds for all intents and purposes like an F1 car with a silencer.''
Performance Car [UK], 1994
``The NSX is the best-handling mid-engined supercar in the world.''
Car [UK], December 1996
Source:Car & Driver, July 1997
``We C/D testers are unanimous: the NSX is our top choice for pure
driving pleasure. ... Track numbers say nothing about usable
performance. Exotics are notoriously tricky to drive, and street-usable
performance is typically well below the track numbers. Except for the
NSX. This machine is so honest and predictable in its responses that
most of its track performance is also useful performance. Out in the
world, the NSX's no-sweat capabilities top the charts.''
Car & Driver, May 1994
``Years after its summer 1990 introduction, Acura's all-aluminum,
mid-engine two-seater is still a wonder, a car whose evolution keeps
plausible its claim to the title of world's best sports car.''
Motor Trend, May 1997
``Induction sound segues from a subdued purr to a series of sharp,
honking pulses, which meld into one of the most mellifluous mechanical
symphonies of all time - almost as if someone slipped in the soundtrack
of a recent German Grand Prix into the NSX.''
Road & Track, 1993
``...sounds for all intents and purposes like an F1 car with a silencer.''
Performance Car [UK], 1994
``The NSX is the best-handling mid-engined supercar in the world.''
Car [UK], December 1996
Uporabnik
ZEEEEEEEEHHHHHHH
Ti pa imas cas vse to iskat in studirat heheh
Le ?evlje vozi naj ?evljar!
www.antischumacher.com
Ti pa imas cas vse to iskat in studirat heheh
Le ?evlje vozi naj ?evljar!
www.antischumacher.com
Uporabnik
quote:
Vsi jap SS modeli od kar so na trgu so bili ze 2 krat spremenjeni. NSX je od zacetka do sedaj nedotaknjen. (Razen motor 3,2)
(Nissan recimo R32, R33, R34, Supra 93, RX7 92/96...EVo 5 generacij.) hm.. Mazda RX-7 je leta 96 dozivela samo nekaj malih sprememb na motorju (povisanje moci za 10 konjev), drugace pa je avto od leta 93 enak. Pa se te spremembe so bile prisotne samo na japonskem trgu. NSXu pa so povecali kobaturo (pa tudi veliko ostalih stvari - npr. iz 5 stopenskega menjalnika so sli na 6...), letos pa je tudi dozivel prenovo.
Sej sem napisal, da NSX sodi med najboljse supersportnike, samo ne moremo pa rect da je najboljsi. Pomojem je skupno gledano najboljsi sportnik Skyline R34 GT-R - ima na vecini japonskih prog kjer testirajo avtomobile najboljsi cas. Na dirki od best motoringa je bil NSX na ravnini hitrejsi, ampak v ovinkih in pri bremzanju pa se mu je R34 precej oddalil. Pa tudi redko kateri avto se lahko na dragu 400 m. primerja z R34 zaradi pogona na vsa stiri kolesa. Skyline je na dragu (od best motoringa) brez tezav prehitel RX-7ko, NSXa in Supro..
Edited by - Forsythe on 16/11/2002 15:23:24
Vsi jap SS modeli od kar so na trgu so bili ze 2 krat spremenjeni. NSX je od zacetka do sedaj nedotaknjen. (Razen motor 3,2)
(Nissan recimo R32, R33, R34, Supra 93, RX7 92/96...EVo 5 generacij.) hm.. Mazda RX-7 je leta 96 dozivela samo nekaj malih sprememb na motorju (povisanje moci za 10 konjev), drugace pa je avto od leta 93 enak. Pa se te spremembe so bile prisotne samo na japonskem trgu. NSXu pa so povecali kobaturo (pa tudi veliko ostalih stvari - npr. iz 5 stopenskega menjalnika so sli na 6...), letos pa je tudi dozivel prenovo.
Sej sem napisal, da NSX sodi med najboljse supersportnike, samo ne moremo pa rect da je najboljsi. Pomojem je skupno gledano najboljsi sportnik Skyline R34 GT-R - ima na vecini japonskih prog kjer testirajo avtomobile najboljsi cas. Na dirki od best motoringa je bil NSX na ravnini hitrejsi, ampak v ovinkih in pri bremzanju pa se mu je R34 precej oddalil. Pa tudi redko kateri avto se lahko na dragu 400 m. primerja z R34 zaradi pogona na vsa stiri kolesa. Skyline je na dragu (od best motoringa) brez tezav prehitel RX-7ko, NSXa in Supro..
Edited by - Forsythe on 16/11/2002 15:23:24
The Honda Doctor
quote:
NSXu pa so povecali kobaturo (pa tudi veliko ostalih stvari - npr. iz 5 stopenskega menjalnika so sli na 6...), letos pa je tudi dozivel prenovo.
Menjalnik - dodali 1 zobnik
Kubatura - krajse onjince, daljsi hod bata.
Avto je nespremenjen.
VIDEOS:
R33 vs. NSX:
http://media.car-videos.com/videos/drag/nsx_gtr.mpeg
R34 vs. NSX:
http://www.nsxsc.com/r/drag.wmv (povsem nov video - August 2002)
NSXu pa so povecali kobaturo (pa tudi veliko ostalih stvari - npr. iz 5 stopenskega menjalnika so sli na 6...), letos pa je tudi dozivel prenovo.
Menjalnik - dodali 1 zobnik
Kubatura - krajse onjince, daljsi hod bata.
Avto je nespremenjen.
VIDEOS:
R33 vs. NSX:
http://media.car-videos.com/videos/drag/nsx_gtr.mpeg
R34 vs. NSX:
http://www.nsxsc.com/r/drag.wmv (povsem nov video - August 2002)
Uporabnik
quote:
quote:
NSXu pa so povecali kobaturo (pa tudi veliko ostalih stvari - npr. iz 5 stopenskega menjalnika so sli na 6...), letos pa je tudi dozivel prenovo.
Menjalnik - dodali 1 zobnik
Kubatura - krajse onjince, daljsi hod bata.
Avto je nespremenjen.
VIDEOS:
R33 vs. NSX:
http://media.car-videos.com/videos/drag/nsx_gtr.mpeg
R34 vs. NSX:
http://www.nsxsc.com/r/drag.wmv (povsem nov video - August 2002)
Sem poznsel R34 vs NSX. Ocitno je novi NSX hitrejsi od prejsnjega modela
Kolko je rekord NSXa na 400m? Ni tudi (prejsnji model) na dragu (best motoring)proti M3ju dosegel tako dober cas? Okoli 12.8 sekunde? Pa tisto je bil TypeS.
Skyline R34 je na dragu (tudi best motoring) proti Supri dosegel cas 11.9 sekunde.
Potem ne pozabi prinet Get away in Stokholm 3, ce pa ne bo delalo pa bom jaz posnel iz interneta ok?
Edited by - Forsythe on 16/11/2002 16:21:21
quote:
NSXu pa so povecali kobaturo (pa tudi veliko ostalih stvari - npr. iz 5 stopenskega menjalnika so sli na 6...), letos pa je tudi dozivel prenovo.
Menjalnik - dodali 1 zobnik
Kubatura - krajse onjince, daljsi hod bata.
Avto je nespremenjen.
VIDEOS:
R33 vs. NSX:
http://media.car-videos.com/videos/drag/nsx_gtr.mpeg
R34 vs. NSX:
http://www.nsxsc.com/r/drag.wmv (povsem nov video - August 2002)
Sem poznsel R34 vs NSX. Ocitno je novi NSX hitrejsi od prejsnjega modela
Kolko je rekord NSXa na 400m? Ni tudi (prejsnji model) na dragu (best motoring)proti M3ju dosegel tako dober cas? Okoli 12.8 sekunde? Pa tisto je bil TypeS.
Skyline R34 je na dragu (tudi best motoring) proti Supri dosegel cas 11.9 sekunde.
Potem ne pozabi prinet Get away in Stokholm 3, ce pa ne bo delalo pa bom jaz posnel iz interneta ok?
Edited by - Forsythe on 16/11/2002 16:21:21
Uporabnik
quote:
GIS# ???! wtf je to?
Get away in Stockholm 3 .
Prvi del je ko en tekmuje po mestu s Porschejem in ga lovijo policaji, v drugem delu pa dirkata Supra proti Cosworthu in ju tudi lovijo policaji (na koncu vozita cez 300 km/h), zmaga pa Supra
V tetjem delu pa je v glavni vlogi Honda NSX. S tem da to ni zreziran film, ampak se lastniki takih avtomobilov zmenijo in gre nekdo dirkat po mestu. Seveda si takrat odstranijo tablice, zatemnijo sipe (da ga ne prepoznajo), vso akcijo pa posnamejo.
Se nekaj screenshootov:
Edited by - Forsythe on 17/11/2002 07:54:09
GIS# ???! wtf je to?
Get away in Stockholm 3 .
Prvi del je ko en tekmuje po mestu s Porschejem in ga lovijo policaji, v drugem delu pa dirkata Supra proti Cosworthu in ju tudi lovijo policaji (na koncu vozita cez 300 km/h), zmaga pa Supra
V tetjem delu pa je v glavni vlogi Honda NSX. S tem da to ni zreziran film, ampak se lastniki takih avtomobilov zmenijo in gre nekdo dirkat po mestu. Seveda si takrat odstranijo tablice, zatemnijo sipe (da ga ne prepoznajo), vso akcijo pa posnamejo.
Se nekaj screenshootov:
Edited by - Forsythe on 17/11/2002 07:54:09
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