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The second generation Acura NSX Redemption Arc starts with the Type S.

The second generation Acura NSX Redemption Arc starts with the Type S.
Written by Jhon

This is the case for the second generation NSX. Acura’s hybrid supercar ends with this, the Type S will be produced. Only the 350 with the 300 is intended for the US where, let’s remember, the NSX was built. After they are tied together, a third NSX wait, possibly an EV, begins.

In many ways, the “new” NSX will be remembered as a failure. Mostly because the decade-long Acura/Honda tease was rough and painful.

First previewed in 2007 as the Advanced Sports Car Concept, Acura promised it would be in production by 2010, though it was actually another eight years before it arrived. At the time, it went from being an all-wheel drive coupe with a V-10 (!) installed in the front, to a hybrid all-wheel drive, first with a naturally aspirated V-6 transversely installed, then a twin-turbo V-6. Installed longitudinally. Throughout this lengthy and inconclusive development, NSX has been infinitely hinted at. And the constant delays made enthusiasts feel like it would never arrive. Finally at the 2015 Detroit Auto Show, the production NSX debuted, comprehensively overshadowed by the surprise reveal of the new Ford GT.

We brought the Type S to the Thermal Club near Palm Springs for a 3-course review video. It was reviews editor Mac Hogan who brought the question to our minds: “When does the NSX recovery arc begin?”

Throughout the history of automobiles, there are many examples of enthusiastic cars that were coldly received by customers when offered for sale that turned into cult classics (by the way, many of them are Japanese). The MkIV Supra, FD RX-7, 2005-2006 Ford GT, Lexus LFA, and Porsche Carrera GT have all undergone vintage rehab, and they are all now worth the big bucks. Will NSX’s second talents be appreciated after her departure?

Honda and Acura have not cut corners in development. Its platform is clearly not shared with any other Honda product, and neither is its engine. The V-6 isn’t just an Accord’s two-turbo unit, despite sharing the number of cylinders and a displacement of 3.5 liters. It’s fully detailed, with a new 75-degree cylindrical bank. The two-motor front-wheel drive unit is unique, as is the nine-speed dual-clutch transmission, both developed by Honda. No one would guess exactly how much all of this cost, but tens of millions is a reasonable, albeit very rough, guess. We know how much the NSX plant in Ohio costs – $70 million.

It’s a polarizing car, which has been haunted by mixed reviews its entire life (despite winning R&T2017 Car of the Year performance title. While journalists and enthusiasts discussed its advantages, customers weren’t flocking to Acura dealers. By the time production of the Type S ends, just over 2,900 units of the second generation NSX will have been built. Today’s exceptional auto market has changed things, but before the pandemic, many Acura dealers were offering deep discounts on the NSX unit conversion. And Acura itself cut prices. The fully loaded Model S you see here has an MSRP of about $10,000 less than the similarly-equipped Acura that loaned us a few months in 2017, despite the newer $6000 Gotham Gray Matte paint. This $70 million plant began making limited-edition versions of the regular Acura models in a move that seemed like a way to simply fill capacity, although the automaker never said so.

Few people wanted a nearly 4,000-pound hybrid SUV that wore the Acura badge. You might get similar money for a Porsche 911 GT3 or Turbo, an Audi R8, a McLaren 570S, or even a Lamborghini Huracan. Plus any number of great used supercars.

in meeting with motor direction last yearAcura president Jon Ikeda said the NSX was not built to make money, but as a halo product with technology that would influence future models. To be fair, the Type S sold out quickly — thanks to the 300 sold here, 2022 should be the NSX’s second-best sales year — and the NSX GT3 race car program has been a success. But even if Acura says it doesn’t expect to make money from the car, the question then becomes “How much did you expect to lose, and was it that much?”

At Thermal, NSX’s talents were on full display. The NSX is an engineering masterpiece, a car that, although with an internal combustion engine and three electric motors – the third sandwiched between the engine and gearbox – feels quite cohesive. Even the side brake pedal feels completely normal. If you don’t know it is something extraordinary, you can’t say it is something else extraordinary. NSX engineers deserve all the credit for making it run smoothly. Anecdotal evidence and our 20,000-mile test in 2017 suggest that the NSX is as reliable as any Honda product, too. This is quite mean.

Like the original, the second generation NSX is easy and fun to use. It’s not hard to drive slower than any Honda product, and visibility is excellent by supercar standards, with thin A-pillars and a low hood. It’s a lot more usable every day than the Huracán or 570S and a better car for long distances too, although there is a fairly small trunk behind the engine that tends to get warm.

The Type S is a worthy upgrade. Its engine gets bigger turbochargers than the GT3 race car and weft, bringing the engine’s power to 520 horsepower, 20 more than the base model. (Total output with the electric motors goes up from 573 in the base car to 600 in the Type S.) I don’t know if you can feel the extra kick of those new turbines without driving both types back-to-back, but you can hear it more prominently in the Type-S, maybe this It’s all that really matters. The sound of the blow valve when exiting the throttle is addictive. Acura says the dual-clutch transmission shifts faster, although the gains are marginal because the base car’s transmission was already fast. Other changes are more subtle. The front-wheel drive unit’s gear ratio has been lowered for faster acceleration, wider forged wheels come standard, and there’s a new tire, the bespoke Pirelli P-Zero PZ4. The MagneRide dampers also get a new tone.

This is not a comprehensive rework of the base car. From a Porsche perspective, think of the Carrera GTS, not the GT3. However, the Type S is excellent on the right track, which is where the hybrid system comes alive. With each front wheel driven independently of the other, getting the most from the NSX requires a different approach. Getting power early can increase the speed of the outer front wheel and pull the inner wheel, which increases agility. The big lift in the middle of the corner helps turn the car around, too, and the feeling that the system is working is terrible. in a good way. The car does things it thinks it shouldn’t.

Want the traditional sensations of sports cars? Look elsewhere. This has always been my problem with NSX. It’s an amazing machine, although it has never engaged me like the 570S or the Porsche 911. I reject the idea that the new NSX was a drastic departure from the original—both were displays of advanced Honda engineering, and the sight of the first NSX came as an “analog” later. But, I can’t deny that the original NSX is a much more involved machine. Anytime I drive a new NSX, I respect the car, even though I don’t like it.

But just because you don’t like a car after being exposed for a short time doesn’t mean you won’t like it in the long run. The McLaren 570S is a really exciting game, but I can see how difficult owning one can be. The new NSX is something eminently usable, a supercar for the everyday driver just like its predecessor. Owning one and using it for everything from errands, to road trips, to keeping track of days would be an absolute pleasure. And you know it will stand up to these abuses.

The arc of redemption begins now. There are only a few of these cars, and they make a great show of ownership. It doubles as the Type S, which, unsurprisingly, is a choice of range by offering more road and track performance, without compromising usability a bit.

Perhaps with time, this NSX will not be known as a failure, but instead, a cult classic. I’m in no position to give financial advice, and I have no idea if NSX values ​​will go up like crazy, now that they’re gone. But this is a desirable car, and its appeal won’t wane soon.

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