Honda had come a long way in a short space of time. It took on and conquered established European motorcycle makers, going from zero to hero – by winning the legendary TT race – in just over a decade, and its successful entry into the highly competitive world of Formula 1 astonished everyone, coming only a year or so on the heels of the first production road car, and at a time when the Japanese motor industry was still largely unknown outside Asia. Sales soared after the energy crises of the 1970s, and the 1980s brought with them a new luxury line-up and a series of F1 titles. Yet, despite the firm’s achievements in the field of competition and an ever-expanding range of respected road cars, Honda had still to make a sports car that would truly reflect the company’s exploits on the race track. The NSX was the machine which would set the record straight ...
The background
Those following the fortunes of this famous Japanese company could perhaps sense that a heavyweight sports car – a supercar, even – was on the horizon; it was, after all, just about the only challenge left for the men at Honda. Little clues were given in the press, and at the world’s major motor shows, on a regular enough basis for interested parties to begin putting two and two together.
For instance, the return to Formula 1 in an era when massive investment was required sent a far stronger signal that Honda was committed to motorsport than the company’s efforts in the 1960s ever did. The establishment of the Acura line in the States allowed Honda to go upmarket, and, whilst luxury cars were used as pathfinders for the new marque, there were rumours of a high-end sports car almost as soon as the doors of the first Acura dealership opened for business: after all, world economy was strong, which made expensive sports cars a viable proposition, especially for a maker that could link an F1 programme to the vehicles in the showroom. And while there had been some bold concept cars, such as the Pininfarina-styled HP-X displayed at the 1984 Turin Show, Honda was in danger of being left behind by its Japanese rivals if something wasn’t done soon: Mazda had the RX-7, Nissan the 300ZX, and Toyota the new Supra.
Towards the end of 1987, rumours within the industry abounded regarding Honda’s supercar. Road & Track wrote: “Honda’s new mid-engine super coupé for 1990 will likely feature four-wheel drive, four-wheel steering and anti-lock braking. Pitted against the Cadillac Allante and all-new Mercedes-Benz 560SL, Honda’s high-performance two-seater will probably be priced below both, at around $35,000.”
A few months later, the rumour mill was citing a V8 power unit, with a V12 as a possibility. At this time, Honda was still new to six-cylinder powerplants as far as road cars were concerned, introducing a V6 for the Legend, although modern modular construction left these more exotic options open for consideration. And, of course, Honda was already experienced with small displacement V12s and V6s from its earlier and current racing programmes, which simply added fuel to the heated discussions taking place all over the world between enthusiasts.
A clean sheet of paper
Being able to start a project with a clean sheet of paper is unusual in this day and age, one in which bean counters dictate shared components and corner cutting in order to save a few pennies here and there. Having the authorization to start from scratch and produce exactly the components necessary to reach the all-round target performance specified by the planners is all well and good, of course, but a benchmark must first be established in order to point designers and engineers in the right direction. Honda’s team, led by Shigeru Uehara and a core group of five engineers, began by comparing as many sports cars as possible to decide which layout gave the best balance between a vehicle’s dynamics and its packaging.
More than 20 cars were tried in these initial development stages, ranging from open LWS models to exotic coupés like the Lamborghini Countach. The testers quickly came to the conclusion that a mid-engine, rear-wheel drive (MR) layout, like that of an F1 car, would offer superior performance characteristics, and that the wheelbase and weight of the vehicle played a role that was every bit as important as high power output. It was calculated, for instance, that every 200kg (440lb) required an extra 40bhp to maintain the status quo.
As per racing practice, it was found that a longer wheelbase and wide track measurement improved handling, but weight was to be kept to a minimum to reduce the car’s yaw moment of inertia and enhance braking reaction. At the same time, making a vehicle too light made it uncomfortable over long distances, whilst more power meant a more substantial structure and heavier components. A compromise had to be found in almost every design element to make the car suitable for daily use but equally at home on the track.
There was another point to consider, too: the domestic legislation that related to vehicle weight and dimensions, giving tax incentives for owners of lighter, more economical and more compact machines. Having pencilled in plans for a much smaller car with an engine capacity of less than two litres (again taking Japanese market considerations into account), a wide track and more power were considered necessities, however, and the increase in road tax would have to be accepted. Interestingly, Mazda came to the same conclusion when designing the FD-type RX-7 – a contemporary of the new Honda sports car.
One more thing came to the attention of Honda’s men at this early stage in the proceedings. Some vehicles were easy to drive, but rather less than inspiring, earning their sports car moniker purely because of their configuration, whilst others were truly fun – even exhilarating – but became something of a handful as they neared the limit. A further requirement was therefore incorporated into the concept; that the performance envelope could be safely explored and enjoyed by all drivers, no matter what their level of skill behind the wheel.
The NSX project – or ‘AS’ as it was first known – was now under way with a clear set of parameters to work to. The car had to provide a top speed of around 170mph (270kph was the figure cited by the engineers), a standing quarter time of less than 14 seconds, a level of handling and braking the equal of any Ferrari or Porsche, and be refined and user-friendly at the same time. It was a tall order, but history shows that Honda had a habit of jumping in at the deep end and coming up with the goods under pressure. Would the Japanese company succeed in breaking into the rarified world of the supercar? Only time would tell ...
Form follows function
Honda’s stylists and engineers had a tough job juggling technical and production requirements, performance goals, and the need to keep the design practical yet inspiring. A rigid platform was necessary for the suspension to work with the degree of precision sought by the chassis designers, which naturally entailed strengthening in key areas at the very least. But minimum weight was requested, and there was always world safety legislation to take into consideration, too.
The decision to go with an MR layout also created a delicate compromise, as mid-engined cars are notoriously heavy in relation to their physical size. The first Toyota MR2 is a good example – compact, but quite heavy due to the various bulkheads required for strengthening, to reduce noise, and to provide insulated luggage space.
Ultimately, after dismissing the notion of using carbonfibre or some sort of plastic, it was decided that the only way to keep weight in check, given the size of body structure needed to meet the targets set for vehicle dynamics and comfort levels, was to produce the monocoque shell in aluminium. This would dramatically increase tooling and production costs, but was felt to be the only way forward if all of the design’s concept requirements were to be properly addressed.
When the marketing people finally agreed that a higher selling price was acceptable – meaning a large percentage of the investment required to produce aluminium bodies could be recouped in this way – creativity and uncompromised engineering won the day. Of course, timing was good, with Japan’s economy booming and about to blossom into a ‘Bubble Time’ that is hard to imagine without witnessing it first hand; it’s hard to believe that such a proposal would be sanctioned by Honda’s finance men today, especially in view of the declining popularity of sports cars in general. Anyway, the bottom line is that Honda’s engineers got the aluminium body they wanted.
http://www.veloce.co.uk/shop/graphics/pdf/V343.pdf
I just preordered mine at Amazon.com. Just FYI... :biggrin:
The background
Those following the fortunes of this famous Japanese company could perhaps sense that a heavyweight sports car – a supercar, even – was on the horizon; it was, after all, just about the only challenge left for the men at Honda. Little clues were given in the press, and at the world’s major motor shows, on a regular enough basis for interested parties to begin putting two and two together.
For instance, the return to Formula 1 in an era when massive investment was required sent a far stronger signal that Honda was committed to motorsport than the company’s efforts in the 1960s ever did. The establishment of the Acura line in the States allowed Honda to go upmarket, and, whilst luxury cars were used as pathfinders for the new marque, there were rumours of a high-end sports car almost as soon as the doors of the first Acura dealership opened for business: after all, world economy was strong, which made expensive sports cars a viable proposition, especially for a maker that could link an F1 programme to the vehicles in the showroom. And while there had been some bold concept cars, such as the Pininfarina-styled HP-X displayed at the 1984 Turin Show, Honda was in danger of being left behind by its Japanese rivals if something wasn’t done soon: Mazda had the RX-7, Nissan the 300ZX, and Toyota the new Supra.
Towards the end of 1987, rumours within the industry abounded regarding Honda’s supercar. Road & Track wrote: “Honda’s new mid-engine super coupé for 1990 will likely feature four-wheel drive, four-wheel steering and anti-lock braking. Pitted against the Cadillac Allante and all-new Mercedes-Benz 560SL, Honda’s high-performance two-seater will probably be priced below both, at around $35,000.”
A few months later, the rumour mill was citing a V8 power unit, with a V12 as a possibility. At this time, Honda was still new to six-cylinder powerplants as far as road cars were concerned, introducing a V6 for the Legend, although modern modular construction left these more exotic options open for consideration. And, of course, Honda was already experienced with small displacement V12s and V6s from its earlier and current racing programmes, which simply added fuel to the heated discussions taking place all over the world between enthusiasts.
A clean sheet of paper
Being able to start a project with a clean sheet of paper is unusual in this day and age, one in which bean counters dictate shared components and corner cutting in order to save a few pennies here and there. Having the authorization to start from scratch and produce exactly the components necessary to reach the all-round target performance specified by the planners is all well and good, of course, but a benchmark must first be established in order to point designers and engineers in the right direction. Honda’s team, led by Shigeru Uehara and a core group of five engineers, began by comparing as many sports cars as possible to decide which layout gave the best balance between a vehicle’s dynamics and its packaging.
More than 20 cars were tried in these initial development stages, ranging from open LWS models to exotic coupés like the Lamborghini Countach. The testers quickly came to the conclusion that a mid-engine, rear-wheel drive (MR) layout, like that of an F1 car, would offer superior performance characteristics, and that the wheelbase and weight of the vehicle played a role that was every bit as important as high power output. It was calculated, for instance, that every 200kg (440lb) required an extra 40bhp to maintain the status quo.
As per racing practice, it was found that a longer wheelbase and wide track measurement improved handling, but weight was to be kept to a minimum to reduce the car’s yaw moment of inertia and enhance braking reaction. At the same time, making a vehicle too light made it uncomfortable over long distances, whilst more power meant a more substantial structure and heavier components. A compromise had to be found in almost every design element to make the car suitable for daily use but equally at home on the track.
There was another point to consider, too: the domestic legislation that related to vehicle weight and dimensions, giving tax incentives for owners of lighter, more economical and more compact machines. Having pencilled in plans for a much smaller car with an engine capacity of less than two litres (again taking Japanese market considerations into account), a wide track and more power were considered necessities, however, and the increase in road tax would have to be accepted. Interestingly, Mazda came to the same conclusion when designing the FD-type RX-7 – a contemporary of the new Honda sports car.
One more thing came to the attention of Honda’s men at this early stage in the proceedings. Some vehicles were easy to drive, but rather less than inspiring, earning their sports car moniker purely because of their configuration, whilst others were truly fun – even exhilarating – but became something of a handful as they neared the limit. A further requirement was therefore incorporated into the concept; that the performance envelope could be safely explored and enjoyed by all drivers, no matter what their level of skill behind the wheel.
The NSX project – or ‘AS’ as it was first known – was now under way with a clear set of parameters to work to. The car had to provide a top speed of around 170mph (270kph was the figure cited by the engineers), a standing quarter time of less than 14 seconds, a level of handling and braking the equal of any Ferrari or Porsche, and be refined and user-friendly at the same time. It was a tall order, but history shows that Honda had a habit of jumping in at the deep end and coming up with the goods under pressure. Would the Japanese company succeed in breaking into the rarified world of the supercar? Only time would tell ...
Form follows function
Honda’s stylists and engineers had a tough job juggling technical and production requirements, performance goals, and the need to keep the design practical yet inspiring. A rigid platform was necessary for the suspension to work with the degree of precision sought by the chassis designers, which naturally entailed strengthening in key areas at the very least. But minimum weight was requested, and there was always world safety legislation to take into consideration, too.
The decision to go with an MR layout also created a delicate compromise, as mid-engined cars are notoriously heavy in relation to their physical size. The first Toyota MR2 is a good example – compact, but quite heavy due to the various bulkheads required for strengthening, to reduce noise, and to provide insulated luggage space.
Ultimately, after dismissing the notion of using carbonfibre or some sort of plastic, it was decided that the only way to keep weight in check, given the size of body structure needed to meet the targets set for vehicle dynamics and comfort levels, was to produce the monocoque shell in aluminium. This would dramatically increase tooling and production costs, but was felt to be the only way forward if all of the design’s concept requirements were to be properly addressed.
When the marketing people finally agreed that a higher selling price was acceptable – meaning a large percentage of the investment required to produce aluminium bodies could be recouped in this way – creativity and uncompromised engineering won the day. Of course, timing was good, with Japan’s economy booming and about to blossom into a ‘Bubble Time’ that is hard to imagine without witnessing it first hand; it’s hard to believe that such a proposal would be sanctioned by Honda’s finance men today, especially in view of the declining popularity of sports cars in general. Anyway, the bottom line is that Honda’s engineers got the aluminium body they wanted.
http://www.veloce.co.uk/shop/graphics/pdf/V343.pdf
I just preordered mine at Amazon.com. Just FYI... :biggrin:
