(Darren Dugan) #1
12 march 2015

claims the electric motors provide
“zero delay” launch acceleration.
Just what effect adding a turbo
engine to a full hybrid system has
had on the NSX’s weight is unclear,
as Honda failed to announce that as
well, but efforts have been made to
keep mass to a minimum.
The original NSX was noteworthy
for being the first all-aluminium
supercar, but such technology is
no longer enough, so the new car
adopts a spaceframe design with an
internal frame made of aluminium,
high strength-steel and “other
advanced materials” matched to a
carbonfibre floor. The body panels
are a combination of aluminium and
sheet moulding composite.
Carbon-ceramic brakes are

standard, with six-piston calipers at
the front and four-piston rears, and
the wheel sizes are staggered, 19 x
8.5-inch up front wearing 245/
ZR19 rubber with 20 x 11-inch at the
rear with 295/30 ZR20s. Tyres are
Continental ContiSportContacts.
In an attempt to retain the
original NSX’s reputation as the
ultimate everyday supercar,
Honda claims class-leading
ergonomics for its “Human
Support Cockpit” (or an
interior to you and me).
The TFT instrument
panel displays the
current drive mode
selected, with four to
choose from – electric-
only Quiet, Sport, Sport
Plus and Track.
Despite its US
origins, the new NSX will
be built in right-hand drive and
is expectedto land in Australia
sometime in 2016.M

Final NSX Unleashed

The original everyday supercar is back – as a super-hybrid

Honda claims class-
leading ergonomics,
but it remains to be
seen if it can offer the
quality and feel-good
factor expected at its
$300K-plus price point

In terms of performance,

think Porsche 911 Turbo

In tterms off ppe

think Porschhe



FTER a gestation that
even an elephant would
describe as a bit long and
tiresome, Honda finally
revealed the production version of
the new NSX at the Detroit Motor
Show. Actually, that’s not quite
true. Given the NSX’s public debut
was on North American soil, it was
Honda’s luxury arm Acura doing the
singing and the dancing.
In fact, the new NSX is decidedly
American in flavour, having been
developed in the States, with all
examples to be built in Honda’s
Performance Manufacturing Centre
in Marysville, Ohio.
Bar the addition of some vents
to aid airflow, exterior styling has
changed little from 2012’s Concept,

but the production car is 80mm
longer, 25mm wider and 15mm taller
with a 20mm wheelbase stretch.
The extra girth is primarily to
accommodate the now transversely-
mounted, dry-sumped twin-turbo
V6, which, as is the fashion,
combines with three electric motors
to power the new NSX.
One motor sits between the
engine and nine-speed dual-
clutch transmission “supporting
acceleration, braking and
transmission shifting performance”
while the other pair are attached
to each front wheel, endowing the
NSX with all-wheel drive and the
ability to control each front wheel
independent of the other.
No outputs have yet been
confirmed, but rumours flashing
around Detroit suggested around
410kW to be on the money, with
0-100km/h around the 3.0sec mark

  • think 911 Turbo performance and
    you won’t be too far off. Honda




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