I'd have to agree with Jett on this point. I'm also confused as to where that perspective came from. I would think it is due to the fact that they had deleted the rack on the Zanardi and R for further weight savings, and so some took to the purist view and assumed that EPS systems were a performance detriment to our platform as a whole.
If our system was hydraulic like on a FE civic or even cost us anything past added the minor weight penalty, sure pull it.. but the NSX EPS system being an electrical assist computer controlled design is a highly advanced rather pricey implementation anyone can take pride in, in fact being a some-what revolutionary and a notable technological point when it first debuted in 1993. The fact is the service manual states that the PS rack was designed to actually be identical in feel to a manual rack (17-39), with the core differences being the benefit of power assist via the ball screw to reduce the input force required to turn the wheel, a more linear steering feel, and the usual benefits of less kick-back and HP/fuel economy losses.
I've become rather partial to is design, and I definitely wouldn't characterize our EPS system as simply being ineffective at speed or for 'parking-only'.
After picking over all the details in the service manual, as well as the official
press release on the topic specific to the NSX, I've never read anything that says that the force map has all power assist disengage entirely after 35mph. The service manual lists the modes and over-load conditions, but does not show the map. All told, that often used data point frankly just doesn't make any sense to me.
Has anyone simply disconnected their PCU? Run a 20 minute session at the track with it, and the next session without it- and I will say that you'll most definitely notice the PS difference on the race track. The difference in feel of losing all power assist is very apparent to me, particularly throttling out of a chicane as the rack unwinds and the system would normally flip into return mode. It is absolutely un-mistakable how much smoother the steering feels with or without assist on a A-B comparison at any speed. It lightens things up across the board making steering input easier and more predictable so you spend less time fighting the wheel.
Long ago, I took the time long ago to search around with other racers, and at the pro levels even Daytona GT3 cup cars and Super GT 350Z's sport power steering systems, and almost all tech rules allow for the system to be retained without penalty at the club level.
In fact so far as I can tell- many SCCA race car drivers, especially in touring classes, go to great expense to transplant OE or aftermarket systems or improvise methods for the driver to fine tune the degree of steering assist. Honda is even incorporating them into their ATV's since 2006, perhaps taking lead from companies like Howe performance.
I think this is a point whereas it is very easy to confuse or mis-diagnose drive-ability issues. I've driven my share of 91's, my late model, and at one point Jack's Zanardi. Almost immediately I had also come to dislike the "touring" feel I felt the later model EPS conveys bone stock versus the Zanardi. In fact, early on it was my biggest complaint about my targa.
Inevitably thou, I realized that the difference is not the minor difference in steering ratios or added assist by the power steering system... but rather always other car setup issues in general-namely tires and suspension. Now with all those worked out, for me the PS feature stays and most know I have little qualms about removing things. IMHO NSX design- from clutch to throttle to shifter to steering... is all about being input smooth and near effortless putting driver first- not a heavy brute. The power steering system extends on that effect... and to me with the assist it feels smoother on a session, likely over many hours allowing a driver to be more consistent in an endurance scenario and hence faster. Thus, the
'more is less' sell from Honda.
In closing, one can always defer to a matter of personal preference on this feature.
I also went back and forth for some time.. as overall it is about 30lbs or so between racks and the two boxes which is notable being in the range of 1% platform weight. All in all, I've come to prefer our EPS system, and I wouldn't down play the importance of its influence on general drive-ability... if it feels good parking on 215 street tires just wait until you are turning more aggressive wheels/tires on the track and you can really begin to appreciate this feature all around. I've also learned to fine tune it using the rack guide screw which helps to an extent.
. Also there are many things like the fluids you drink that are important to keep your stamina for 4 or so sessions a day.
</td><td valign="top" width="100%"><!--mstheme-->'95+ manual cars have a variable ratio of 18.2:1 to 20.8:1. All but the Zanardi have EPS.<!--mstheme--><!--msthemelist--></td></tr> <!--msthemelist--><tr><td valign="baseline" width="42">
