2017 Acura NSX

2017 ACURA NSX: Introduction

March 14, 2016

Instant acceleration G feeling from the moment the driver engages the throttle, enhanced by the immediate torque response of three electric motors working in concert with the bespoke, twin-turbocharged V6 and 9-speed dual clutch transmission

History
When the original Acura NSX made its debut 25 years ago, it forever changed the supercar universe by combining scintillating sports car styling and athletic performance—common traits long associated with the exotic car segment—with a new dimension of quality, exceptional ergonomics, comfort, and dynamic poise. The NSX introduced and defined Acura’s approach to “Precision Crafted Performance” with its cutting-edge design and innovative technology that provided accessible supercar performance for real drivers in the real world.

By making use of advanced new technologies such as a lightweight yet rigid all-aluminum monocoque body/chassis and a mid-mounted transverse V6, the original NSX challenged the conventional wisdom for a supercar. Its high-revving V6 engine featured a number of innovative production car technologies including forged pistons, titanium connecting rods and VTEC valve train.

Moreover, the NSX sought a more intimate connection between the car, the driver and the road underneath them, pursued through essential design elements – light weight, open and airy cockpit, and excellent ergonomics – creating an altogether new and paradigm-challenging definition of supercar performance.

Next Generation Concept
The overarching concept for the design and development of this next-generation NSX was the idea of a “human-centered supercar,” one that places the driver at the center of its mission in each and every element of its design and dynamic performance.

Respecting the foundational concepts of the original NSX—accessible supercar performance, everyday drivability, and openness to new technology—this next-generation NSX pursues an altogether new and revolutionary concept of Acura supercar performance – melding timeless NSX values with advanced technologies to create a New Sports eXperience.

Advanced Fundamentals (Timeless NSX Values)
First and foremost, the engineering team felt a tremendous responsibility to continue the fundamental innovation pursued by the original NSX team. Four foundational philosophies are fundamental to the timeless NSX values and essential to realize the new NSX concept and goals:

  • Total Airflow Management â€“ a wholistic approach to thermal management and aerodynamic performance that supports and enhances dynamic response and high-speed stability without the need for active aero devices
  • Human Support Cockpit â€“ a cabin that supports the driver and amplifies the driving experience with no sacrifice to comfort or everyday usability
  • Multi-Material Body â€“ light and ultra-rigid body, applying material, construction and joining methodology optimized to the mission of each body component
  • Advanced Sports Package â€“ optimizing the design and packaging in all the above aspects—the human package, the body, and finally the key components of the power unit to lower and center the mass of the vehicle.

Advanced Technologies
With these fundamentals in place, NSX engineers could effectively develop technical solutions needed to deliver the New Sports driving experience they sought.

To fully realize this New Sports eXperience, Acura electrifies the advanced fundamentals by leveraging its longstanding Direct Yaw Control knowhow through its Sport Hybrid Super Handling All-Wheel-Drive (SH-AWD) system, the first of its kind in the supercar realm.

The NSX concept for “zero delay” is more than acceleration, actually involving every aspect of the driver interface … the capacity to directly respond to the driver’s demands in all three phases of driving: Go, Stop, Turn (acceleration, braking and cornering). The NSX’s advanced power unit supports this achievement. Zero delay acceleration and active AWD traction power the NSX out of corners. Energy recovery supports direct and linear braking. And power strategically applied to the wheels directly creates a yaw moment to help turn the car according to the driver’s will.

Marrying new approaches to vehicle design fundamentals, including advanced body construction, component packaging and aerodynamic optimization, with an advanced and electrified new expression of Acura’s direct yaw control concept results in a supercar that faithfully translates the inputs of the driver with incredible fidelity and zero delay while minimizing the driver’s workload—qualities that define the New Sports eXperience.

Design, Development and Manufacturing
Development of the next-generation NSX involved a global team of engineers and designers, with development of the Sport Hybrid power unit centered in Tochigi, Japan. Development of the body, chassis, electrical, interior and other vehicle technologies including total system integration, was concentrated in Raymond, Ohio. Initial styling design for the NSX was conducted at the company’s Wako design studio in Japan, and was evolved for production by the Acura Design Studio in Los Angeles.

Throughout its roughly four-year development, the fundamental “human-centered supercar” concept for the next-generation NSX remained clear and consistent. However, the technologies and means by which the R&D team would realize their concept underwent a process of continual improvement and evolution, most notably in the area of engine design. Whereas the original direction called for a transverse-mounted, normally aspirated V6, the NSX development concept evolved to a new and more challenging approach: an all-new bespoke twin-turbocharged, longitudinally mounted V6. This radical re-imagination of the engine design had profound implications for every element of the NSX design—the package, cooling, aerodynamics, chassis and more.

The NSX has been tested and tuned on streets and race circuits around the world. Primary development was conducted at the Transportation Research Center adjacent to Honda R&D Americas Ohio Center as well as the Honda Takasu proving ground in northern Japan before moving to tracks such as Virginia International Raceway and the famed NĂźrburgring, followed by global “genteki” events (“at-the-spot” verification) which took NSX on public roads throughout the U.S. and Europe and beyond.

Construction of the NSX will take place at the new Performance Manufacturing Center (PMC) in Marysville, Ohio. The PMC was designed to innovate both the means and the methods of producing low-volume specialty cars and to realize challenging new ideas for next-generation craftsmanship and quality established by the NSX manufacturing team.

The PMC employs approximately 100 associates, including 70 highly skilled manufacturing technicians engaged in body construction, painting, assembly and quality confirmation of the NSX. Among its many innovative processes is the use of robotic MIG welding for the construction of the NSX’s aluminum space frame.

The NSX’s bespoke twin-turbocharged V6 engine is assembled by master engine builders at the company’s engine plant in Anna, Ohio. The engine is broken in on a dyno so that it’s track-ready when it leaves the factory. Then it’s mated to a direct drive motor (part of the hybrid system) and precision balanced as an assembly. Its bespoke 9-speed dual clutch transmission is then attached to the engine and this portion of the total power unit is sent to the PMC. The Twin Motor Unit (TMU) and other hybrid system components are built in Japan and shipped to Ohio for final assembly, completing the overall power unit.

2017 ACURA NSX: Dynamic Performance

Dynamic Concept
The NSX was created to revolutionize supercar performance, delivering a more vivid, immediate and intuitive dynamic experience with zero-delay acceleration, braking and handling – such that the vehicle responds according to the “will” of every driver’s inputs, but truly comes “alive” in the hands of skillful drivers. Fundamental dynamic concepts are as follows:

  • Ultimate Rigidity â€“ via the multi-material body, providing the foundation for the zero-delay translation of driver inputs through steering, throttle and brakes. The same strong foundation directly reacts the yaw moment created from our advanced technologies
  • Human Fit â€“ exemplified by a cockpit that is optimized in every element of its design to support the driver and clarify the driving experience while providing outstanding comfort and class-leading ergonomics
  • Advanced Sports Package â€“ optimizes the design and packaging of all major vehicle systems to lower and center the mass of the vehicle for incredible handling and dynamic response
  • Total Airflow Management â€“ a new airflow management approach gives the NSX the superlative airflow management expected of a next-generation supercar, cooling is ducted through heat exchangers and then precisely directed to various exit locations to optimize drag and downforce.
  • Advanced Zero Delay Technologies â€“ the capacity to directly respond to the driver’s demands in all three phases of driving: Go, Stop, Turn
    • On Rails Cornering â€“ translating driver inputs into vehicle responses with incredible fidelity and amplifying the capabilities of the driver and the car via direct yaw control with next-generation Sport Hybrid Super-Handling All Wheel drive
    • Fade-free braking â€“ powerful, linear, predictable and virtually fade-free braking performance in all driving conditions via the seamless integration of high-performance mechanical (Brembo hydraulic) braking and hybrid motor assisted electro-servo (regenerative) braking
    • Acceleration â€“ instant acceleration G feeling from the moment the driver engages the throttle, enhanced by the immediate torque response of three electric motors working in concert with the bespoke, twin-turbocharged V6 and 9-speed dual clutch transmission (9DCT)

FUNDAMENTAL ZERO DELAY TECHNOLOGIES:

Ultimate Rigidity (Multi-Material Body)
Like the original Acura NSX—the world’s first all-aluminum supercar—the all-new NSX has a cutting-edge structure: its Multi-Material body, utilizes new materials and construction methods to create a platform with unprecedented dynamic rigidity.

  • Space frame torsional rigidity that surpasses anything in its class
  • Each suspension point is attached to precision machined castings—including the world’s first automotive application of ablation casting technology—to provide the ultimate, local attachment point rigidity
  • Unparalleled platform rigidity transmits the full feeling of the Power Unit, suspension, and steering directly to the driver with zero delay, while maximizing the effectiveness of Direct Yaw Control  to improve vehicle dynamics

Human Support Cockpit
From its minimalistic yet contemporary design to its careful application of materials in the seat and steering wheel the team sought to support the driver and clarify the driving experience. The interior of the all-new Acura NSX has a “human-centric” ergonomically-enhanced design theme for both the driver and passenger.

Since steering feel and performance are such an important aspect of the on-rails handling nature of the high-performance NSX, unusually detailed attention was paid to perfecting the steering wheel. This included maximizing grip via a more ergonomic shape and increasing surface contact for the hands, as well as easier operation of the paddle shifters.

To maximize forward visibility, specially designed A-pillars made of ultra-high-strength steel were incorporated into the design of the all-new Acura NSX. These new pillars are actually a full inch thinner than those of the original NSX, but offer enhanced safety performance.

Advanced Sports Package
The new Acura NSX Advanced Sports Package is a design philosophy that seeks to optimize the design and packaging of all major vehicle systems—the body, chassis and interior, including the mid-mounted Sport Hybrid Power Unit (engine, Direct Drive Motor and 9DCT) and key hybrid components including the Intelligent Power Unit (containing the lithium-ion battery pack), PDU and the TMU—to lower and center the mass of the vehicle for optimal handling and dynamic response.

While maintaining ground clearance similar to the highest volume sports car and expanding the head room to accommodate a 95th percentile American male, the new NSX has the lowest center of gravity among its core competitors.

Total Airflow Management
“In many ways, with the design of the all-new Acura NSX, you literally have form following function, so this was a really exciting vehicle to work on as an aerodynamicist,” says Thomas Ramsay, the Aerodynamics and Cooling Project Leader on the new Acura supercar.

NSX’s body shape was effectively designed to minimize aerodynamic drag while creating balanced front-to-rear downforce through a total airflow management focus on utilizing airflow through each vent, while extracting maximum energy from the airflow field to cool the brakes and manage power unit thermal loads.

Through extensive research and development, the NSX aerodynamics team determined that placing approximately three times as much downforce at the rear of the vehicle relative to the front of the car would provide the optimal downforce balance for high-performance driving as well as everyday functionality. Further evidence of the superior aerodynamics engineered into the NSX is that its high level of downforce is accomplished without the need for active aerodynamic bodywork or other devices.

Advanced Zero Delay Technologies:
With the Sport Hybrid SH-AWD, zero delay performance is ensured in virtually any driving scenario:

  • When accelerating, the system provides instantaneous torque via its three electric motors—the rear direct drive motor and front Twin Motor Unit—that is maximized at all four tires when accelerating or powering out of corners.
  • When trail-braking into a corner, the system utilizes the front TMU for enhanced deceleration—the advanced braking system works in concert with the vehicle’s mechanical brakes to precisely decelerate, and the Direct Yaw Control delivers precise and immediate turn-in performance while allowing drivers to point their eyes toward the corner apexes.
  • When exiting a corner, the driver can pick up the throttle earlier and with more confidence and accelerate with added precision and as well as reduced workload.

“Using Honda’s original beta method to consider overall handling performance, we’ve been exploring direct yaw control torque vectoring for over two decades,” says Ted Klaus, Acura NSX Global Development Leader. “With the development of the Sport Hybrid Super-Handling All Wheel Drive System, we can take advantage of the superior responsiveness of the electric motor characteristics within the system powered by an independent Battery to significantly expand the benefits of direct yaw control.”

By taking advantage of the immediate torque response of the system’s three electric motors to heighten the control and effectiveness of direct yaw control, the Acura NSX Sport Hybrid SH AWD system elevates any driver’s confidence and performance driving capabilities while extracting more performance from the car.

2017 ACURA NSX: Sport Hybrid Power Unit

Concept
The exceptional dynamic capabilities and zero-delay responses of the new NSX are enabled by the exploitation of advanced powertrain technologies. This concept of utilizing next-generation technology to deliver a New Sports eXperience is epitomized by the adoption of a Sport Hybrid power unit.

At the heart of this new hybrid power unit is a bespoke, mid-mounted twin-turbocharged, 75-degree 3.5-liter DOHC V6 engine with dry sump lubrication, mated to an all-new 9-speed dual clutch transmission (9DCT) and Direct-Drive Motor. This is augmented by the front Twin Motor Unit (TMU) driving the front wheels. The NSX Sport Hybrid power unit offers exceptional horsepower and torque with a broad powerband for tremendous throttle response and acceleration. Total system peak output is estimated at 573 horsepower—500 horsepower from the gasoline engine and 73 horsepower from the front TMU.

Twin-Turbocharged V6 Engine
Featuring a wide V-angle of 75 degrees to help lower the center of gravity, the NSX’s twin-turbocharged V6 engine achieves the best balance between power production, overall compactness and reduced mass. With a displacement of 3.5 liters, it combines both direct injection and port injection, along with Variable Timing Control (VTC) to deliver optimal camshaft phasing, for precision combustion control throughout the entire rpm band while simultaneously achieving high power output and performance at high engine speeds.

Making use of an electronic wastegate for each turbocharger for faster response as well as more precisely varying vane positioning, the single-scroll turbocharger design allows for the use of smaller turbos to reduce weight and improve packaging, while still meeting power and performance benchmarks. Furthermore, their single-scroll design allows for more efficient collection of exhaust as it escapes from within the cylinders.

To reduce the response delay that is associated with turbocharged powerplants, the rear Direct Drive Motor acts directly on the engine’s crankshaft and works in unison via a sophisticated algorithm to realize direct, high output, high torque acceleration performance. The enhanced efficiency of this design arrangement is particularly noticeable in normal everyday driving when accelerating from a low engine speed. Additionally, the rear electric motor also acts as a generator to provide supplemental power to the vehicles lithium ion battery pack, which also powers the front-mounted TMU.

Other key engine design elements include a sand-cast engine block, lightweight and compact cylinder heads, FC thermal spray coating on the engine block cylinder sleeves (for higher thermal efficiency, weight and compactness) and a dry sump lubrication system that significantly reduces the engine’s center of gravity—allowing 61 mm reduction from the crank center to the engine bottom versus a conventional wet sump—while ensuring effective lubrication at high cornering speeds.

The NSX has a compact valve train utilizing swing arm-type valve actuators, helping to reduce the inertial weight of the valve train and allowing a more compact head structure. The structure is similar to those found in some Honda racing engines. Intake and exhaust variable cam timing (VTC) is deployed to provide an excellent balance of high power, torque, fuel economy, and emissions.

9-Speed Dual Clutch Transmission with Direct Drive Motor
The new 9-speed dual clutch transmission works in concert with the engine and Direct Drive Motor to make full use of the power unit’s broad power band, producing lightning quick gear changes that support the NSX’s zero-delay response. As a key component of the Advanced Sports Package, the 9DCT has been optimized for compact size, low mass and low CG.

The 9DCT has a very wide ratio range that allows for optimal gear selection in all driving conditions. First gear ratio is configured for maximum vehicle launch acceleration, while the close-ratio gears (2nd through 8th) are perfectly matched to make the most of the power unit’s power band. Conversely, high gear (9th) has been optimized for fuel efficiency during steady-state highway cruising.

In efforts toward compactness and reduction of mass, the clutch and the differential are uniquely situated side-by side in a common housing. By adopting this design, overhang from the rear axle is minimized while the center of mass is moved forward.

Other advanced technologies incorporated into the 9-speed DCT are:

  • Electronically-operated wet dual clutch, a high-rigidity shift fork, double-cone synchronizer, and an electronic shift actuator to more precisely synchronize power unit torque with shift timing for the quickest and smoothest shifts possible
  • Precision surfaced high-efficiency hypoid bevel gear tooth shape for all gears for improved operation with reduced gear noise
  • Addition of two oil “rooms” within the transmission housing for more efficient and higher-capacity cooling
  • Clutch case and differential carrier integrated into the transmission for a more lightweight and compact structure
  • Lightweight high-strength gearbox case
  • Multiple-plate limited slip differential (LSD) provides increased traction when accelerating and cornering at the limits of adhesion

Twin Motor Unit (TMU)
The exceptional direct and linear acceleration and dynamic response of the new NSX is enabled in part by its front-mounted Twin Motor Unit (TMU). It is a major driving force in creating the vehicle’s superlative zero-delay acceleration and can directly generate a yaw moment to support turning, and also recovers braking energy during deceleration.

The TMU provides instant torque as well as AWD traction, allowing direct and stress free launches from start. In addition to improving 0-to-60 mph and quarter-mile times, this zero-delay acceleration response allows the driver to experience a heightened sense of G-loading that invigorates the senses, an adrenaline rush as accelerative forces push the body into the seat. Most importantly, the Sport Hybrid SH-AWD works in harmony with the poised chassis and brake system to provide intuitive brake pedal and steering feel so the driver always feels completely in control.

The TMU is geared to support acceleration up to 200 kph, but continues to support Direct Yaw Control at all vehicle speeds. It is also a key enabling technology for driving in the Quiet mode setting of the IDS, allowing for hushed vehicle operation by operating the NSX as an electric vehicle.

Intelligent Power Unit (IPU)/Power Drive Unit (PDU)
The IPU integrates the lithium-ion battery pack and a high-voltage distribution bus bar, with voltage distribution controlled by the PDU. The newly developed lithium-ion battery pack allows for increased energy density and improved electrical output when compared to similar systems in existing vehicle models.

The Power Drive Unit (PDU) is centralized in a low position within the vehicle, hidden below the center console. The high-voltage lithium-ion battery is mounted within the Integrated Power Unit (IPU), which is in turn mounted behind the driver and passenger, forward of the firewall.

Engine at a Glance

  • Longitudinally mounted, 75-degree,  3.5-liter DOHC V6,
  • 500 hp; 550 Nm torque
  • Twin single-scroll turbo chargers with electronic wastegate
  • Swing arm valve actuation
  • Variable timing control (VTC) for both intake and exhaust camshafts
  • Dry sump lubrication system
  • 10.0:1 compression ratio
  • Direct and port injection
  • Drive-by-wire throttle system

9-Speed Dual Clutch Transmission

  • Competition-inspired, steering-wheel-mounted paddle shifters
  • Close-ratio gears selected for maximum sports performance
  • Coordination between Sport Hybrid All-Wheel-Drive system and gearbox makes for ultra-quick and smooth shifts

Wide total gear ratio spread to maximize sporting performance as well as stress free and efficient steady-state highway driving

2017 ACURA NSX: Multi-Material Body

Concept
To realize the New Sports eXperience and to support new concepts in vehicle dynamics—in particular the direct yaw control effected by the torque vectoring capabilities of the front-mounted TMU and the direct, zero-delay response of the chassis to driver inputs—the NSX engineering team was challenged to create a new concept for body design that delivered ultimate rigidity while minimizing weight and meeting other critical targets such as visibility, crash safety performance and durability/quality/reliability (DQR).

The final result of this engineering challenge is the NSX multi-material space-frame which achieves structural rigidity far superior to its top-in-class competitors. More importantly, NSX drivers will feel their inputs directly translated to the car’s actions with zero delay, while simultaneously allowing the maximum potential of the Sport Hybrid SH-AWD system to be felt by the driver.

Multi Material Space Frame
The aluminum-intensive space frame utilizes extruded and cast parts to provide exceptional rigidity and light weight.

In order to directly translate the direct yaw moment generated by the TMU, and to precisely deliver feedback to the driver with zero delay, individual aluminum castings have been utilized at each and every attachment point for the suspension. These castings are supported in all three dimensions (x, y, z) by optimized extrusions.

Utilizing Global and local optimization routines, each casting and extrusion was analyzed for potential weight savings. The result is that most extrusions have custom wall thickness and many have a different wall thickness for each of their sides.

Steel stampings have also been added to the architecture in certain areas where energy absorption is required, with supplemental aluminum stampings used where low weight is a key consideration. The front floor panels are constructed of carbon fiber core.

Ablation Cast Nodes
One of the most difficult design challenges in the development of the all-new Acura NSX was to minimize the front and rear overhangs of the vehicle while managing energy absorption in key areas for crash safety performance and to maintain desired structural rigidity. To solve the issues of crashworthiness and occupant protection, a particular challenge in mid-engine vehicles, traditional aluminum castings were rejected due to their brittle characteristics. Instead, engineers have applied an innovative new technology called “ablation” casting, an all-new material application and a world first in the automobile industry.

Jointly developed with Alotech, ablation casting technology is being utilized in the creation of six joining members, or nodes—two upper and two lower nodes in the front frame and two rear nodes. The front upper and rear nodes also serve as ultra-rigid suspension mounting points. The ablation casting process allows for the fine-tuning of both the cast part’s shape, as well as the material properties of the castings in the energy-absorbing areas of the vehicle, while minimizing weight in the form of a hollow part with optimized wall thickness.

Unlike traditional castings, the high-strength and ductile properties of the aluminum ablation cast members allow these sections of the space-frame to progressively crush and are designed to withstand tremendous loads of up to 210 kN without breaking.

3-Dimensional Bent and Quenched Ultra-High-Strength A-Pillar
For the A-pillars, new advancements in ultra-high-strength steel parts forming provided a perfect solution that met the engineering team’s goals for safety performance while maximizing forward visibility for the driver by reducing the A-pillar width. The original NSX was known for its outstanding forward visibility, giving drivers a feeling of being connected to the road, and this design attribute was considered essential to preserving a core characteristic of the NSX driving experience.

The NSX A-pillars have been precisely crafted using an all-new, three-dimensional forming and tempering process that allows for a complex parts shape with ultra-high tensile strength of 1,500 megapascals. This “3D bent and quenched” component is heated and then robotically bent. During the bending process the part is cooled and tempered (quenched) using water jets. This process enables a very small section A-pillar with precise shape specification and tolerances, yet meets the increased structural rigidity for roof-crush performance requirements.

The design and construction of the A-pillars in the new NSX represent the world’s first application of a three-dimensionally formed, ultra-high-strength steel system to be used in this manner within the automotive industry.

Carbon Fiber Core Floor
When evaluating material composition and placement throughout the body, the design team determined that carbon fiber core would serve as the ideal material for the floor section forward of the seats. In addition to its light weight, this material is strong enough to handle the loads of driver and passenger placed upon it for vehicle ingress/egress. If aluminum had been used, the aluminum sheeting would have required additional cross-member frame support beneath it; this would have added additional weight.

Construction Techniques
A number of innovative construction techniques are used in the manufacture and assembly of the all-new Acura NSX at the company’s new Performance Manufacturing Center in Marysville, Ohio.

100 percent of the aluminum space frame components are joined by Robotic Metal Inert Gas (MIG) welding, the first time to be applied in a mass-produced automobile on this scale. To aid the accuracy of the robotic weld process, the PMC utilizes an innovative rotating trunnion, or rotisserie-type, jig that rotates the part into the optimal position for the robotic weld arms, another first for automobile body construction.

Exceptionally high-quality and precise space-frame construction is accomplished via this innovative methodology which combines highly precise robotic control of the weld process with the advanced skills of PMC weld technicians. A robust in-line quality confirmation process, for both the quality of the weld and conformity of part to established specs, involves confirmation by both robotic measuring equipment and by highly skilled weld technicians at every stage of the construction process.

Other Exterior Body Design Highlights:

  • Aluminum and composite exterior body panels
  • Optional carbon fiber roof panel
  • SMC rear trunk
  • Flush outer door handle design
  • Magnesium fuel door hinge

Total Airflow Management
The NSX’s team of aerodynamicists utilized a new total airflow management approach to give the NSX the superlative airflow management one expects of a next-generation supercar, while simultaneously providing the effective and highly efficient thermal management required for its hybrid power unit. There are seven different heat sources in the hybrid-based powertrain—the 3.5-liter V6 engine, twin turbochargers, the 9-speed DCT, Dual Clutch system, Power Distribution Unit, Twin Motor Unit.  To provide efficient cooling, airflow is managed through 10 different heat exchangers.

Through the use of computational fluid dynamic (CFD) simulations as well as testing of 40-percent scale models in the company’s advanced wind tunnel facility in Ohio, the NSX development team fine-tuned the various body shapes, intake and exhaust vents and vehicle strakes to reduce aerodynamic drag, create downforce, maximize cooling and efficiently exhaust unwanted heat.

The highly innovative total airflow management developments that were discovered and implemented into the new NSX by the Ohio team were later confirmed at the company’s full-scale/moving ground plane wind tunnel in Japan.

Total Airflow Management Design Highlights:

  • Efficient cooling openings at the front of the vehicle to maximize cooling airflow across the key heat exchangers located within the front section (front engine radiators, twin motor unit cooler, condenser, the transmission gear cooler, hybrid Power Distribution Unit)
  • Optimized front exit flow paths considering total flow, maximum downforce, low coefficient of drag, and achieving downstream flow structure to feed the mid-engine air inlets
  • Wheel wake management vents work in conjunction with fender vents to stabilize airflow down the side of the vehicle, allowing the air to enter the signature side intakes for efficient cooling. The air that enters the side intakes is distributed to three areas: engine intake, engine room cooling, and turbo intercoolers.
  • Air flowing over the roof and down the rear hatch glass is captured to feed the transmission clutch cooler and introduce engine room cooling flow.
  • A rear diffuser works together with the rear spoiler and taillight slots to generate significant downforce and effectively manage the air wake generated behind the vehicle.
  • Optimization of front/rear downforce distribution for improved handling and stability

Human Support Cockpit
To develop an interior with exemplary ergonomics in terms of comfort and functionality, the Acura design team utilized a number of test drivers with wide-ranging driving backgrounds—from “regular” people to professional race drivers.—in order to gather information to improve all aspects of driver feel and comfort in the NSX.

Materials such as leather and Alcantara were carefully selected for the perfect combination of luxury comfort and dynamic driving support (such as lateral grip). Likewise, the center console/controls—designated as the Simple Sports Interface—have been designed to minimize the potential for distractions from the most important function—driving.

Stylish as well as structurally rigid and lightweight, the seats in the new NSX have been designed to offer superlative comfort and support. Alcantara is placed in the center section of the seat to increase lateral grip, while smoother leather is applied on the bolsters to allow freedom of torso rotation during cornering as well as easy of ingress and egress. Developed through extensive testing and pressure mapping measurements, these seats more in conjunction with the padded center console and door panel to provide whole body support during high G cornering.

2017 ACURA NSX: Chassis

Concept
The all-new 2017 Acura NSX chassis carries forward the tradition of sophisticated engineering and advanced design while taking on-rails handling performance, combined with sophisticated ride quality and refinement to an all-new level in the supercar class.

Athletic performance is assured through the Advanced Sport Package, a design and packaging concept that sees major components including the powertrain, fuel tank and lithium-ion battery pack optimized for compactness as well as outstanding weight distribution and an extremely low center of gravity (CG).

The platform of the NSX not only possesses the highest degree of structural rigidity ever engineered into an Acura vehicle, it also achieves the lowest levels of noise, vibration and harshness (NVH) of any competitive vehicle.

The highly rigid platform structure, advanced front and rear suspension with Magnetic Ride (MR) dampers, finely-tuned variable gear ratio electric power steering and next-generation Super Sports Brake Concept featuring Brembo performance brakes and regenerative braking capability inspire absolute driving confidence—whether taking a sweeping turn at high speed on the race track, negotiating a multitude of tight corners on a winding mountain road or taking an extended trip out on the open highway.

Drivetrain Packaging
With the newly designed twin-turbocharged 3.5-liter V6 engine, special consideration was given to how the engine would be secured to the chassis in order to achieve the highest structural rigidity while producing the lowest levels of noise, vibration and harshness (NVH). The solution was to create an engine cradle system that combines hydro-engine mounts with a rigid aluminum sub-frame plate that simultaneously supports the engine while acting as a vibration and noise inhibitor. Engine mounts are ideally located to minimize pitch and roll movement of the powertrain mass. Testing and analysis demonstrated that this novel configuration provides notably improved vehicle handling performance while exceeding targeted NVH levels.

Suspension
The NSX’s all-aluminum, fully independent front and rear suspension system, equipped at all four corners with third-generation active magnetorheological (MR) dampers, is optimized for high-strength, low unspring weight, and supercar response while maintaining a high degree of comfort and ride compliance.

Front Suspension
The all-aluminum front suspension has been optimized with compact and lightweight components and suspension geometry developed for superior handling performance, crisp and communicative on-center steering feel, and excellent stability.

Additional specifics of the front suspension that help achieve exceptional handling performance and refinement include:

  • Double wishbone suspension design
  • Double ball joint lower arm design to eliminate the TMU drive force related steering feedback
  • Third-generation Acura MR dampers with even quicker response and the widest-ever damping range

Rear Suspension
Featuring lightweight all-aluminum components, the rear suspension employs a sophisticated independent multi-link design.

Rear suspension features:

  • Optimized multi-link geometry
  • High lateral rigidity
  • Third-generation Acura MR dampers with even quicker response and the widest-ever damping range

Steering
“It was a huge challenge to create a lively and communicative Electric Power Steering (EPS) for the driver that would be truly worthy of a next-generation Acura NSX,” said Chris Dundon, Chief Chassis Engineer. “But by optimizing the mechanical components within the system, plus careful tuning of the software, we were able to achieve our goal of delivering highly responsive steering with outstanding driver feel.”

A key design feature to help improve driver feel through the Electric Power Steering (EPS) system was the addition of dual ball joints for the front suspension lower arms, providing for substantially better “oneness with the road,” according to Dundon.

The NSX makes use of a dual-pinion (with rack-mounted assist motor) electric power steering (EPS) system with a variable gear ratio. When on center, the ratio remains constant and is tuned for optimal high speed control and stability. Off center, the gear ratio becomes quicker for improved turn-in and maneuverability at low and mid speeds. This also minimizes the need for hand-over-hand motion to help drivers keep their hands on the steering wheel.

Furthermore, this sophisticated steering system links the vehicle stability assist (VSA) and EPS to help detect handling instability on slippery roads and under braking for greater vehicle control and an increased safety margin when driving in adverse conditions.

Next-Generation Super Sports Brake Concept
Seamlessly integrating both mechanical (friction) and electric-servo (regenerative) brake systems, the NSX provides exceptionally precise, linear and fade-free brake performance in almost any driving condition.

The Brembo braking system consists of large six-piston aluminum monoblock calipers with two-piece 14.5-inch ventilated rotors up front. The rear uses four-piston aluminum monoblock calipers and 14.0 inch ventilated rotors. A two-piece brake rotor eliminate rotor distortion at high heat allowing for consistent pad to rotor contact and improved heat dissipation. Themonoblock brake calipers have been designed with high rigidity to provide even pressure distribution. Ultra high-performance carbon ceramic brake rotors are available as a factory-installed option.

Excellent brake cooling at both front and rear has been achieved as an integral part of the total airflow management package. Extensive research and development work has been done to maximize the cooling efficiency and performance of the rear brake system. Typically, effective brake cooling at the rear of a mid-engine vehicle is difficult due to component packaging and proximity of the engine and transmission. NSX engineers devised a clever solution by creating openings beneath the vehicle and utilizing portions of the hollow rear sub-frame as ducts to force feed air to the rear brakes.

Wheels/Tires
The standard wheel design package for the new NSX includes lightweight alloy wheels with “Y”-style spokes wrapped in Continental Conti-Sport Contact 5P tires (245/35ZR19 front; 305/30ZR20 rear) developed jointly with Continental.

The unique “Y-wheel” design is a result of the NSX engineering team’s extensive research to find the strongest spoke structure while using the least amount of material in order to save unspring weight. Forged in high-strength aluminum, the result is a weight savings of nearly 7 pounds per set and lower total weight than any wheels of similar size and material composition within the NSX’s segment.

Additional wheel/tire options, including a track-focused tire, will be available.

Fuel Tank
Finding the ideal weight distribution, center of gravity, shape and placement of the fuel tank was a difficult design task, especially when taking into consideration protection in the event of a rear-end collision. The solution was a design that uses twin tanks composed of a specialized resin material that allowed for tremendous flexibility in the freedom of the shape of the fuel tanks for optimal packaging and enhanced safety. The tanks are centrally located between the engine and the IPU.

Integrated Dynamics System (IDS)
The NSX Integrated Dynamics System (IDS) provides the driver with four selectable dynamic modes—Quiet, Sport, Sport+ and Track. The system integrates all of the vehicle’s dynamic chassis and powertrain systems—steering, brakes (mechanical and electro-servo), throttle, vehicle stability assist, magnetorheological dampers, engine, transmission, and Sport Hybrid SH-AWD control systems.

From the available all-electric operation of Quiet mode to the closed circuit, maximum performance capacities of Track mode, IDS progressively dials up the dynamic characteristics of the vehicle based on the needs of the driver and the driving environment.

In addition to these dynamic system variations, IDS varies cabin sounds via Active Exhaust Valve (AEV) and new Intake Sound Control (ISC). ISC uses twin pipes with an electrically controlled valve to vary the sound being transmitted from engine air intake system to twin outlets in the rear uppermost portions of the cabin. Utilizing these technologies, IDS is able to fine-tune cabin sound quality and volume to match the dynamic character of the vehicle in Quiet, Sport, Sport+ and Track modes. Of note, there is a full 25 dB volumetric sound difference between Quiet and Track modes—a tremendous variance in audible sensation.

Quiet
Quiet mode prioritizes electric-only driving at lower speeds, maximizing energy efficiency and minimizing cabin sound. The vehicle uses the TMU for initial launch from a standstill. When power demand requires the engine, it starts more quietly than in other modes and maximum engine speed is limited to 4,000 rpm, while the Active Exhaust and Intake Sound Control valves are closed for a more hushed operation. The transmission shift map also prioritizes lower engine speeds. The Driver Interface (tachometer and center console information display screen) features a cool and quiet blue color.

Sport
Sport mode takes advantage of the Sport Hybrid system to offer the driver a direct responsive vehicle or a more relaxed vehicle according to their driving inputs. Compared to Quiet Mode, it eliminates the 4,000 rpm limit on the engine and provides a more aggressive throttle map for quicker response. A more aggressive transmission shift map holds gears longer and allows higher rpm shift points. The Intake Sound Control system and the Active Exhaust Valve are activated, allowing exhaust and intake sound to permeate the cabin for a more emotional driving experience. Like the Quiet mode, sport mode provides idle stop function. The Sport setting is the default setting in normal vehicle operation.

Sport+
Sport+ prioritizes maximum drivetrain response and dynamic performance with faster up- and down-shifts of the 9 DCT and still more aggressive throttle mapping. Maximum use of the electric motor torque provides more explosive acceleration. Increased agility is achieved by harmonizing a more aggressive Direct Yaw Control setting that works in concert with the magnetorheological dampers, Agile Handling Assist, and the Electric Power Steering System—perfect for a spirited drive on a winding road. It also offers the driver a higher degree of steering feedback, while intake and exhaust note sounds via Active Sound Control are further increased for an even more exhilarating and emotional driving experience. The TFT Meter sports an aggressive yellow “con-trail” along the tachometer needle supporting easy recognition of engine RPM. Red highlights for the center console information display also reinforce that the driver is in now in Sport+ mode.

Track
Optimized for circuit driving, Track mode invokes the most aggressive settings and parameters to deliver the fastest and most consistent lap times possible, along with maximum acceleration from a standstill when utilizing launch control mode). The braking system offers enhanced performance-oriented pedal feel. Up/down gearshift execution of the DCT and performance of the Super Hybrid SH-AWD and active driver aids (VSA, AHA) are programmed to support circuit limit driving, and an even greater amount of engine intake sound permeates the cabin for a more heightened and emotional driving experience offering enahanced driver feedback even when wearing a helmet.

This setting also prioritizes the lithium-ion battery state-of-charge to maintain a consistent level of torque delivery and direct yaw moment from the three electric motors to ensure consistent dynamic response and lap times.

Of note, the VSA operation is progressively “loosened” from the IDS Quiet mode up to Track mode, enabling a progressively higher degree of freedom for the driver in exploring the dynamic capabilities of the NSX. In “Track” mode, the VSA system can also be completely disabled by the driver. The NSX IDS system has the world’s first custom setting menu that allows the driver to configure the vehicle’s mode during startup. For example, drivers can program the car to always start in Quiet or Sport mode, along with the ability to schedule the NSX to operate exclusively in Quiet mode during any specified time period such as the early morning to avoid waking the neighborhood.

CONCLUSION
By combining timeless NSX values and advanced technologies to create zero delay performance in all aspects of the vehicle, the next generation 2017 Acura NSX represents a completely new and uniquely Acura expression of what a supercar should be—with superior ergonomics, groundbreaking design and supercar thrills every day without compromise.

In challenging to create a New Sports eXperience the next generation NSX will provide an intense and personal connection between the driver and machine that establishes a new and paradigm-challenging definition of supercar performance.

2017 ACURA NSX: Specifications and Features

Preliminary information, subject to change

Power Unit 
Sport Hybrid SH-AWD Power UnitFront wheels: mechanically independent from rear power unit components, two electric motors (Twin Motor Unit); Rear wheels: Twin-turbocharged V-6 gasoline engine with one Direct Drive Motor and 9-speed DCT
Maximum Total System Power573 hp
Approx. Top Speed191 mph
ENGINE
TypeTwin-turbocharged DOHC V6
Layout Longitudinally mid-mounted
Displacement3493 cc
Horsepower – SAE Net500 hp @ 6500-7500 rpm
Torque406 lb.-ft. @ 2000-6000 rpm
Maximum Engine Speed7500 rpm
Power Output Per Liter143 hp/liter
Bore and Stroke3.6 in. x 3.5 in.
Compression Ratio10.0:1
Valve Train24 Valve, IN/EX VTC, chain-driven camshafts
Intake Valve ConstructionForged steel
Exhaust Valve ConstructionForged steel , sodium-filled
Valve Angle30 degrees (include angle)
Cylinder Block and Head MaterialAluminum alloy
Cylinder Bore LiningPlasma transferred wire arc thermal spray
Cylinder Bank Angle75 degrees
Crankshaft ConstructionForged steel
Piston ConstructionCast aluminum with integrated cooling channel
Connecting Rod ConstructionForged steel, dowel pin
Fuel InjectionDirect and port
Throttle ControlDrive-by-Wire throttle system
Fuel RequirementPremium unleaded
LubricationDry sump system with 6-rotor scavenge pump
Oil TypeSynthetic 0W-40
Cooling systemLiquid and oil cooling
Exhaust System LayoutDual catalytic converter, dual path per bank
TWIN TURBOCHARGERS
Turbocharger TypeSingle vane
Maximum Boost Pressure105 kPa (1.05 bar)
Turbine ConstructionInconel
Wastegate ControlElectrical
Recirculation ValvesAir bypass type
Intercooler DimensionsWidth 232.2 mm; Height 382 mm; Thickness 64 mm
REAR DIRECT DRIVE MOTOR
TypeWater-cooled motor/generator
LayoutDirect drive situated between engine & transmission; Crankshaft output shaft-attached permanent magnet rotor & in-engine body- copper windings
Horsepower @ rpm47 @ 3000
Torque @ rpm)109 lb.-ft. @ 500-2000
TRANSMISSION & REAR AXLE
Type9-Speed Dual Clutch Transmission (9DCT)
1st Gear Ratio3.838
2nd2.433
3rd1.778
4th1.428
5th1.211
6th1.038
7th0.881
8th0.747
9th0.634
Reverse2.395
Rear Axle Ratio3.583
Limited Slip Differential – Wet Multi PlateTorque bias ratio: Drive 2.0, Coast 2.6, 30N-m Pre load
FRONT TWIN MOTOR UNIT (TMU)
TypeTwin traction motor/generator
LayoutIndependent, twin motors packaged back-to-back with a single clutch, gear-linked system
Horsepower @ rpm36 + 36  @ 4000
Torque @ rpm54 +54 lb.-ft. @ 0-2000
ADDITIONAL POWER UNIT CONTROLS
Integrated Dynamics SystemFour-mode system: Quiet, Sport, Sport+, Track
Hill Start Assist 
Idle-Stop System 
BODY / SUSPENSION / CHASSIS
Chassis TypeAluminum-intensive, Multi Material
Body/Frame ConstructionMulti-material (primarily aluminum) space frame with aluminum and low-density SMC outer panels, and cast aluminum suspension mounting points
Ablation Cast Aluminum NodesComplex high performance aluminum castings for crush zones; World’s first automotive application
Corrosion Pre-TreatmentZirconium pre-treat material; Environmentally friendly
A-Pillar Structure3-D Bent and Quenched ultra high-strength steel (1500 Mpa); World’s first application
Floor PanelCarbon fiber core
Front Suspension TypeDouble-wishbone, double lower control arm; aluminum
Front DampersActive Gen III magnetorheological coilovers
Front Stabilizer BarHollow steel, 1.04 in. diameter x 0.13 in. wall thickness
Rear Supension TypeMulti-link; aluminum
Rear DampersActive Gen III magnetorheological coilovers
Rear Stabilizer BarHollow steel; 0.98 in. diameter x 0.12 in. wall thickness
Front Brake CalipersBrembo 6-piston aluminum monoblock
Front Brake Rotor TypeBase: 2-Pc Floating Iron Disks w/ Aluminum center
Option: 2-Pc Floating Carbon Ceramic Disks w/ Aluminum center
Front Brake Rotor SizeIron: 14.5 in. diameter x 1.3 in. thick
Carbon ceramic: 15 in. diameter x 1.3 in. thick
Rear Brake CalipersBrembo 4-piston Aluminum Monoblock
Rear Brake Rotor TypeBase: 2-Pc Floating Iron Disks w/ Aluminum center
Option: 2-Pc Floating Carbon Ceramic Disks w/ Aluminum center
Rear Brake Rotor Size14.2 in. dia. X 1.3 in. thick (both iron and carbon ceramic)
Steering TypeVariable ratio rack & pinion; Dual-pinion EPS
Steering Wheel Turns, Lock-to-Lock1.91
Steering RatioVariable progressive; Range: 12.9:1 (on center) to 11.07:1
Turning Diameter, Curb-to-Curb (ft)39.7 ft
Front Wheels19×8.5J Forged Aluminum
Front Tires245/35ZR19 93Y SOT
Rear Wheels20x11J Forged Aluminum
Rear Tires305/30ZR20 103Y SOT
Spare TireTire Repair Kit
Fuel Tank LayoutTwin fuel tanks mounted between the engine and IPU
EXTERIOR DIMENSIONS
Wheelbase103.5 in.
Length176 in.
Height47.8 in.
Width87.3 in
Track (front/rear)65.2 in. / 63.7 in.
Ground Clearance (unladen)3.7 in.
Approach/Departure Angles9.2° / 12.9°
CAPACITIES & WEIGHTS
Fuel Tank Capacity15.6 gal
Curb Weight (without options)3,803 lbs.
Weight Distribution (front / rear without options)42% / 58%
INTERIOR DIMENSIONS
Seating Capacity2
Headroom38.3 in.
Legroom42.8 in.
Shoulder Room57.6 in.
Hip Room54.5 in.
Cargo Volume (behind rear engine compartment)3.9 ft3
Passenger Volume44.0 ft3
EPA MILEAGE RATINGS / FUEL
Fuel Economy RatingsTBD
Fuel TypePremium
ACTIVE SAFETY FEATURES
Vehicle Stability Assist™ (VSAÂŽ) with Traction Control 
Anti-Lock Braking System (ABS) 
Electronic Brake Distribution (EBD) 
Brake Assist 
Multi-Angle Rearview Camera with Dynamic Guidelines 
Tire Pressure Monitoring System (TPMS) with Location and Pressure Indicators 
LED Daytime Running Lights (DRL) 
PASSIVE SAFETY FEATURES
Single-Stage Driver, Dual-Stage Passenger, Multiple-Threshold Front Airbags (SRS) 
SmartVentÂŽ Front Side Airbags 
One-Row Side Curtain Airbags with Rollover Sensor 
3-Point Seat Belts with Automatic Tensioning System 
Upper Tether for Child Seat on Passenger-Side 
Driver’s and Passenger’s Seat-Belt Reminder 
DRIVER ASSISTIVE FEATURES
Cruise Control 
Auto High-Beam Headlights 
Corner and Backup Sensors 
EXTERIOR FEATURES
Flush-mounted automatic power pop-out door handles Auto pop out upon approach with keyless entry fob
Capless Fuel Filler 
Radio AntennaIntegrated front windshield type
Acoustic Windshield 
Acoustic Glass Rear Cabin Window 
LED Brake Lights 
Variable Intermittent Wipers 
Remote keyless Smart Entry system 
Side MirrorsBody-colored power heated with reverse auto tilt-down and integrated LED turn indicators; Optional memory feature
Security System 
HeadlampsAcura Jewel Eye™ LED type with Auto-On/Off
Body PanelsComposite
Roof PanelAluminum or optional exposed-weave carbon fiber
INTERIOR & COMFORT / CONVENIENCE
Beverage HolderTwo-cup holder unit that slides into a slot in the center console on passenger side
Automatic Air Conditioning with air filtration system 
Push Button Start 
Active Noise Control™ (ANC) 
Active Sound Control (ASC) 
Power Windows with Auto-Up/Down 
Power Door Locks 
Cruise Control 
Tilt and Telescopic Steering Column (manual) 
Center Console StorageMulti-functional storage system
Lockable Glove Compartment 
12-Volt Power Outlet 
Power Remote Fuel Filler Door Release 
Rear Engine Compartment Window Defroster w/ Timer 
Cargo Area Light 
Cargo Area Tie-Down Anchors (4 Total)Optional accessory cargo net
Illuminated Steering Wheel-Mounted ControlsCruise / Audio / Phone / Display Audio
Dual-Zone Automatic Climate Control System with Humidity Control and Air Filtration 
HomeLinkÂŽ Remote System 
Frameles Automatic-Dimming Rearview Mirror 
Leather-Wrapped Steering WheelAvailable carbon fiber trim
LED Interior Ambient Lighting 
Leather–Trimmed Instrument Panel 
Leather-Trimmed Door Panels 
Alcantara Roof Lining 
SEATING
SeatsPerforated leather and Alcantara-trimmed with manual adjusters; Optional 4-way power adjusters
Seat LeatherMilano leather standard; Semi-aniline leather option
Heated Seats 
AUDIO & CONNECTIVITY
7-Inch Display Audio with High-Resolution WVGA (800×480) Electrostatic Touch-Screen and Customizable Feature Settings 
Audio SystemStandard Audio system: 8 speakers, including subwoofer
Optional ELS Studio Premium Audio system: 9 speakers, including subwoofer
BluetoothÂŽ HandsFreeLinkÂŽ 
BluetoothÂŽ Streaming Audio 
MP3/Auxiliary Input JackMP3/Auxiliary Input Jack
USB Audio Interface2USB ports in car
(In glove box) 1.0Amp charge capability & USB connection without Carplay & Android auto connectivity
(In console box) 1.5Amp charge capavility & USB connection with Carplay & Android auto connectivity
AcuraLinkÂŽ Next Generation 
SMS Text Message Function 
SiriusXMÂŽ RadioOption
PandoraÂŽ Compatibility 
Acura Satellite-Linked Navigation System™ with Voice Recognition and Honda HD Digital Traffic 
HDMI InterfaceIn rear console
HD Radio™ 
Siri Eyes Free 
Android Auto 
Apple CarPlay 
INSTRUMENTATION
Digital SpeedometerTFT Screen
TachometerTFT Screen
Coolant Temperature IndicatorAnalog gauge
Fuel Level IndicatorAnalog gauge
DYNAMIC TFT GUAGE CLUSTER
4.2-Inch Color TFT Screen8-Inch Color TFT Screen
Integrated Dynamics System-linked Dynamic MetersMeter Graphics Color change: Quiet-Blue; Sport-White; Sport+ and Track-Red
Average Fuel Economy Indicator 
Gear Position Indicator 
Instant Fuel Economy Indicator 
Miles-to-Empty Indicator 
Odometer and Trip Meters (2) 
Tire Pressure Monitoring System (TPMS) with Tire Fill Assist and Location and Pressure Indicators 
Exterior Temperature Indicator 
Compass 
Turn-By-Turn Directions 
Customizable Feature Settings 
COLORS
EXTERIOR
Valencia Red Pearl 
Nouvelle Blue Pearl 
Casino White Pearl 
Source Silver Metallic 
Nord Gray Metallic 
Curva Red 
130R White 
Berlina Black 
INTERIOR
EbonyAll interior colors are available with all exterior colors
Saddle
Red
Seacoast
FACTORY OPTIONS
Carbon Fiber Exterior Sport PackageCarbon fiber front spoiler, side sills, rear diffuser;
Dark chrome exhaust finisher
Carbon Fiber Engine Cover 
Carbon Fiber Roof 
Carbon Ceramic Brake RotorsIncludes choice of black, red or silver brake calipers
Carbon Fiber Rear Spoiler 
Exclusive Interwoven Aluminum Alloy WheelsChoice of machined, painted or polished finish
Technology Package – ELS Studio Audio SystemIncludes 9 speakers, Navigation, AcuraLink, front and rear parking sensors
Technology Package – ELS Studio Audio with XM Satellite RadioSame as above and adds XM Satellite radio
Interior Carbon Fiber Sport PackageIncludes carbon fiber meter visor and steering wheel garnish, aluminum foot rest and sport pedals
Alcantara HeadlinerBlack
Acura Battles To The Finish In Thrilling Title Fight At Petit Le Mans

Acura Battles To The Finish In Thrilling Title Fight At Petit Le Mans 2021

Acura by Honda
https://acura.turboclub.com
  • 2021-11-14

Wayne Taylor Racing’s Ricky Taylor fights to the final turns, but comes up short in IMSA championship contest
Acura secures Michelin Endurance Cup for long-distance events; Wayne Taylor Racing takes drivers’ and teams’ endurance titles
Magnus with Archangel finishes sixth in GTD with their Acura NSX GT3 Evo
After 10 months of racing across the country, the battle for the 2021 IMSA WeatherTech SportsCar Championship came down to the final three corners of today’s 10-hour Petit Le Mans endurance race, when a passing attempt by Ricky Taylor in his Wayne Taylor Racing Acura ARX-05 came up less than a half-second short; with Taylor finishing third to Felipe Nasr.

Taylor’s last lap lunge on Nasr in Turn 10 of the 12-turn Michelin Raceway Road Atlanta originally appeared successful, but Taylor briefly ran off-course after executing the pass and Nasr was able to regain the advantage, securing the Manufacturers’ and Drivers’ championships for the Action Express duo of Nasr and co-driver Pipo Derani.

Earlier, the Meyer Shank Racing Acura of Dane Cameron, Helio Castroneves and Juan Pablo Montoya took control of the middle portion of today’s season finale race. But damage from debris struck by Castroneves in the darkness with one hour remaining sent the #60 ARX-05 behind the wall for repairs, before returning to finish sixth.

Acura NSX GT3 Evo

In the production-based GTD category, the Magnus with Archangel trio of Andy Lally, John Potter and Spencer Pumpelly finished the season in their Acura NSX GT3 Evo on a strong note, successfully avoiding a mid-race restart crash that caught out several other GTD competitors, then running as high as third before finishing sixth.

Petit Le Mans Race Results

3rd – #10 Wayne Taylor Racing Acura ARX-05 DPi
Drivers Ricky Taylor, Filipe Albuquerque, Alexander Rossi
6th – #60 Meyer Shank Racing Acura ARX-05 DPi
Drivers Dane Cameron, Helio Castroneves, Juan Pablo Montoya
6th GTD – Magnus with Archangel Acura NSX GT3 Evo
Drivers Andy Lally, John Potter, Spencer Pumpelly
DPi Manufacturers’ Championship

Drivers’ Championship (unofficial, after 10 of 10 rounds)

  1. Cadillac 3,666 1. Pipo Derani, Felipe Nasr 3,407
  2. Acura 3,553 2. Filipe Albuquerque, Ricky Taylor 3,395
  3. Mazda 3,421 3. Harry Tincknell, Oliver Jarvis 3,264
    Michelin Endurance Cup

Drivers (unofficial, after 4 of 4 endurance races)

  1. Cadillac 51 1. Filipe Albuquerque, Ricky Taylor, Alexander Rossi 46
  2. Acura 47 2. Oliver Jarvis, Harry Tincknell, Jonathan Bomarito 40
  3. Mazda 44 3. Dan Cameron 34
    Quotes

David Salters (President and Technical Director, Honda Performance Development) on today’s race and the 2021 season: “Ten months of racing this season, and 10 hours of endurance racing tonight, and it all came down to the final 10 seconds. We’re massively proud of all of our Acura Motorsports teams. We began the season with an historic win for Acura at the Rolex 24 at Daytona; and we finished it at the penultimate corner of the final race of the season here at Petit Le Mans. Thank you to our awesome teams, brilliant drivers and magnificent HPD associates.”

Helio Castroneves (#60 Meyer Shank Racing Acura ARX-05): Finished sixth with co-drivers Dane Cameron and Juan Pablo Montoya: “It’s such a shame. The MSR AutoNation / SiriusXM Acura was doing well, I think we could have battled for the win. I was running the normal line on the back straightaway, but it was pitch black, you couldn’t see anything. I ran over something and it destroyed the floor of the car: I lost all downforce and couldn’t turn the car. We had to come to the garage and fix the floor. The team did an amazing job to fix it, and the car was back on rails. It’s just very frustrating, we could have finished with a bang. But I have to thank Mike and the team for allowing me to come onboard this weekend and race, I definitely missed the Acura!”

Ricky Taylor (#10 Wayne Taylor Racing ARX-05) finished third with co-drivers Filipe Albuquerque and Alexander Rossi: “I mean, we’re racing really hard. The championship literally came down to the last corner. After last year, I’m happy for those guys [Action Express]. They deserve it; they had a great year. I hate it for Filipe [Albuquerque]; he drove such a great stint to pass them. I made a little mistake on my out lap [exiting pit lane following his final stop]. But I’m so thankful to have HPD, Konica Minolta and Acura behind us. I will do everything I can to pay them back in California and at the shop in Indy. I’m really bummed, but Daytona is close. This is a short offseason, and we’re a great team.”

Fast Facts

In four seasons of Daytona Prototype Competition, Acura has won two overall IMSA Manufacturers’ Championships; two Drivers’ and Teams’ Championships, and one sweep of the Michelin Endurance Cup titles for Manufacturers, Drivers and Teams.
Acura will return in 2022 for a final season of IMSA WeatherTech SportsCar Championship DPi competition before debuting in the new premier LMDh prototype category in 2023.

Acura has an impressive motorsport pedigree.
Testing new technologies in a racing environment is a great way to ensure their reliability and help spread awareness for the brand’s credibility. If a car can drive at full throttle on a racetrack for 24 hours straight, it will certainly last much longer in the hands of customers. Acura gets this.

Since the brand’s inception, they have been involved in SCCA and IMSA GT Championship, two prominent series in the US. They won the SCCA World Championship in 1997 using the NSX and Integra, proving the cars’ performance chops. In the 2000s, the brand even developed its own LMP1 car, which raced admirably in the prestigious 24 Hours of Le Mans. More recently, an ILX raced in the 25 Hours of Thunderhill, won in its class, and came in 8th place overall.

And the NSX was the world’s first supercar you could use daily.
The first car to be classified as a supercar was the Lamborghini Miura, in 1966. From that point, there have been many supercars, and most of them Italian. While they were all undoubtedly very fast, beautiful and exotic, you couldn’t really use them as a daily-driver. They had poor reliability, running costs were exorbitant and they weren’t practical.

And then in 1990, the Acura NSX arrived.

Just like the Italian stallions, it was mid-engined and aerodynamic. It could reach speeds greater than 300 km per hour and rev to 8,300 rpm. However, unlike its Italian competitors, it was reliable, easy to use, had good visibility and didn’t require a second mortgage to maintain.

This brand’s entry into the market was earth-shaking. So profound was the entry of Honda’s luxury division that it shook the automobile market like few other innovations had done earlier; more than anything else, it showed that a Japanese brand too, was capable of competing with European and American brands when it came to luxury automobiles. It permanently altered the image of Japanese cars being models that were economical and targeted at the lower middle income consumer. Acura’s history was now firmly in place.

The story of how Acura was created, launched and then grew into a major force in a competitive marketplace is a compelling testament not just to the company’s products, but to the people who had the foresight to establish the first premium Japanese luxury car brand. History shows that Acura not only redefined the luxury car, it permanently changed the luxury marketplace from a slow evolution among a handful of brands to fierce competition between many. While today Japanese luxury brands are taken for granted, this was not the case in the early 1980s, when the groundbreaking Legend sedan was still on the drawing board.

Acura is the luxury vehicle division of Honda, launched in March of 1986. While Honda was already a successful auto manufacturer in the 1980s, the Acura brand was an opportunity to show they could make luxurious and high-tech vehicles to appeal to the American market. Acura was and continues to be at the leading edge of Honda innovation. Acura was the first Japanese luxury manufacturer in the US, and its history is full of firsts.

The Acura Plan
The early 1980s were a tumultuous time for the U.S. car market. Gas shortages, economic malaise and new government regulations from the 1970s caused an upheaval in the public’s buying habits and the products available to the public changed dramatically. Small was big and Japanese manufacturers such as Honda had forged reputations of reliability, economical operation and low price that were the envy of many competitors. Even the least expensive Honda offered a unique and fun driving experience, and the company’s reputation for reliability was second to none. Honda had also established a record of technological innovation (such as the CVCC engine) that consumers embraced— and that sent competitors back to the drawing boards.

The success Honda had enjoyed was emblematic of these changes. With the right product (the groundbreaking Civic) at the right time (the gas crisis of the early 70s), Honda sales growth had been phenomenal. Subsequent models such as the Accord and Prelude proved Honda had more than just good timing going for it. Following its philosophy of assembling cars where it sells them, Honda embarked on an ambitious plan to begin assembling cars in the United States and broke ground on a new plant in Ohio in 1980.

As work began on the Marysville, Ohio manufacturing plant, there were signs of change in the car market. The economy was improving, and luxury cars were starting to increase in sales volume. Manufacturers such as BMW, Mercedes-Benz and Audi captured the public’s eye with aerodynamic designs that eschewed the chrome and excess of American luxury cars of the 1960s and 1970s. With a blend of luxury and performance, European manufacturers began to chip away at the high end of the market as America’s middle class expanded and found themselves with more discretionary income than they could have dreamed of a few years earlier.

Since Acura’s arrival in the United States in 1986, and a year later in Canada, Canadians have purchased around 500,000 vehicles of the brand. This number is impressive and shows that two characteristics are behind this bold ascension, namely the performance and the luxury that are at the rendezvous since the beginning of the adventure. At Acura Canada, all our vehicles are certified and rigorously inspected before being put on the market. Certified Acura means that the Japanese manufacturer does not skimp on anything and offers you what is best in terms of luxury and high performance vehicle.

Since 1986, Acura has come a long way. Initially launched on the North American market, the first Acura models were soon found on other continents and countries, especially China, Russia, Kuwait and also Mexico. We could ask ourselves this question: why not in Japan in the first place? The answer resides in the financial crisis of 2008, which shook this country and led the Japanese manufacturer to bet on other markets before launching its car in its own. This initiative has paid off, since Acura is now largely regarded as the leading brand of Japanese luxury cars out of the Japanese market.

Over the years, Acura has become a leader, easily competing in the North American market with local brands such as Cadillac and Lincoln, but also German ones such as Audi, BMW and Mercedes. But there is another characteristic that has marked the rise of this premium brand: Acura was able to foresee the potential in the US and Canadian markets.

In the 1990s, the Legend was the first model of this manufacturer, and it immediately conquered the market. Then, the NSX was a hit celebrated by thousands of consumers. The designers of the Acura NSX have done a fantastic job and nowadays, no one can doubt the many talents of the Japanese manufacturers’ personnel.

In the 2000s, innovations multiplied, showing the Japanese ingenuity at its best. Among the models we know and see every day on our roads, we can mention the Acura MDX, the Acura TSX, the Acura RDX and the TL and CL versions, which marked the entry on the market Honda’s first all-wheel drive and turbocharged engine.

But the story does not end with these models. Indeed, more recently we can see that the RLX, ILX and TLX models bring even more innovations in terms of design (LED headlights, more aerodynamic models, etc.) and mechanical engineering (with its twin turbo engines, 9-speed transmission with double gear, etc.)

If the past is any indication of the future, the Acura brand is there for many years, because Acura, has managed to stand out at every occasion for over thirty years. By its simple but yet avant-garde mechanics, the Acura brand is reliable, efficient and powerful. In addition, it produces beautiful and very luxurious cars.

2020-ESCAPE-Turbo

2020 Ford ESCAPE EcoBoost Turbo

Fords replacement for the Ford Focus Turbo’s that are unfortunately now discontinued.

As shown, 2020 Escape Titanium; EPA-Est. MPG 23 City/31 Hwy/Comb 26, 2.0L EcoBoost Turbo engine.

Your actual mileage will vary based on your enjoyment of the Two Litre Turbocharged EcoBoost power house under the stylish hood.
The completely redesigned Escape was designed, engineered and built for a life in motion. From the spacious new interior, to the sleek, head-turning lines of the exterior, the 2020 Ford Escape was built for adventure on the road and a lifestyle on the go.

2021-Ford-Bronco-TwinTurboV6

2021 Ford Bronco Wildtrak Twin Turbo V6

The powerful 2.7L EcoBoost® Twin Turbo V6 engine is projected to produce a best-in-class 310 gas horsepower and 400 lb.-ft. of torque* Standard on Wildtrak™ and First Edition. Turbocharged EcoBoost available on all other Bronco series.

  • Four-Wheel Disc Brakes with Anti-Lock Brake System (ABS) and Electronic Stability Control
  • Advanced 4×4 with Automatic On-Demand Engagement Open image overlay for Advanced 4×4 with Automatic On-Demand Engagement
  • Reverse Sensing System
  • Trail Control™ (requires 10-speed transmission)
  • Trail Turn Assist (requires 10-speed transmission)
  • Trail One-Pedal Drive (Requires 2.7L Engine and 10 speed auto)
  • Electronic-Locking Rear Axle
  • Electronic-Locking Front and Rear Axle Open image overlay for Electronic-Locking Front and Rear Axle
  • HOSS Suspension System with Bilstein PSDs, and high clearance ride height
  • Hill start assist

Optional

  • Adaptive Cruise Control
  • Forward Sensing System

ExtremeTerrain’s (XT) Justin Dugan reports live from SEMA in this week’s episode from XT’s YouTube video series! To showcase the limitless possibilities of the new Bronco Turbo V6, Justin takes us around the floor of SEMA 2021 to show us the craziest and most unique Bronco Builds of the show! 

Nissan-s14 Turbo Car Club TurboClub.com

NISSAN SILVIA S14 – Nissan 200SX

NISSAN SILVIA S14

buttnis.gif (1775 bytes) Silvia S14 similar to Australian Nissan 200SX  

“On paper, the Nissan S14 / 200SX Turbo has got sports car written all over it. “

Refer to 200SX Review here.

Starting with a 110kW two litre 16 valve engine, Nissan throws a turbocharger and intercooler at it, bringing the power to 147kW (somewhere around 200 bhp in Olde Worlde Figures). Then those crafty Japanese insert the engine into a rear wheel drive chassis, complete with multi link rear suspension and limited slip differential. Power is applied to the road through 205/55 R16 tyres, just the right size for ‘enthusiastic’ driving. Silvia Specifications

NISSAN SILVIA S14
NISSAN SILVIA S14

The goals of TurboClub.com since 1999 are to create an International Database of Owners with access to turbo knowledge and products that can be utilised to make turbo ownership easier and more enjoyable for all.

We NEED YOUR INPUT!!

This includes getting together for different activities and also information in servicing and modifying different turbo vehicles. I would like to ask that anyone with any hints or specialist knowledge to submit to the TurboClub Forums, for the benefit of us all. This information includes general  articles and service and mechanical data.

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Turbo Car Club TurboClub.com Ferrari V6 Twin Turbo plug-in hybrid supercar unveiled, the 296 GTB

Ferrari V6 Twin Turbo plug-in hybrid supercar unveiled, the 2021 296 GTB mid-rear-engined two-seater Berlinetta.

The 2021 296 GTB is the Italian firm’s first road car to come with a V configuration 6-cylinder Twin Turbo Hybrid engine, delivering 830hp total power output.

Powering the new model is an all-new, 120-degree twin-turbocharged V6 engine, displacing 3.0 litres – though Ferrari brands the 2992cc engine as a 2.9-litre unit, thus its name, with the ‘6’ referring to the cylinder count – developing 487kW, thanks to advanced combustion chamber technology and ‘hot vee’ turbocharger positioning.

The car’s hybrid system was specifically touted for cutting pedal response times to zero, making it feel very responsive to the driver’s commands.

It uses a high voltage battery with a 7.45kWh capacity that is located under the floor to minimise volume and weight. The cooling system, structure and fixing points are integrated into a single component.

It’s paired to a plug-in hybrid system comprising a 7.45kWh lithium-ion battery and a 123kW electric motor, combining for a total of 610kW and 740Nm.

The 296 GTB is also the first Ferrari road car to sport a V6 turbo with the turbos installed inside the vehicle. This helps lower the centre of gravity and reduce engine mass while delivering high levels of power.

The engine is said to be capable of an 8500rpm redline – just shy of the cut-off for the 812 Superfast’s naturally-aspirated V12.

Ferrari claims a 2.9-second 0-100km/h sprint time for the 296 GTB and a 7.3-second 0-200km/h time, towards a top speed of over 330km/h.

The new architecture also led to the development of a more linear exhaust line located in the upper part of the engine compartment. The shape of the exhaust reduces back pressure and contributes to boosting performance, Ferrari said.

Meanwhile, the more traditional internal combustion engine and the gearbox are cooled by two radiators installed at the front of the car, ahead of the front wheels, where there are also two condensers for the high-voltage battery cooling. The hot air is evacuated along the underbody, to avoid it interfering with the cooling air to the intercoolers along the upper part of the flanks.

V8 vs Ecoboost F150 Turbo Car Club TurboClub.com

Tuned F150 5.0L V8 vs Tuned Turbo Ecoboost (VIDEO)

The Haul V8 vs Twin-turbo F150’s head-to-head on Drag Strip and Dyno • (January 14th, 2020) –

AmericanTrucks’ (AT) Justin Dugan puts the V8 vs Ecoboost F150 debate to bed with his latest episode of AT’s The Haul YouTube Series.

V8 vs Ecoboost F150

In this episode of the Haul, Justin compares two similarly equipped Ford F150 SuperCrew’s, pulling them into the AT studio for a dyno battle, both stock and tuned, before heading to the drag strip for a head-to-head battle.

To keep the playing field level, both trucks feature the 10R80 10-speed automatic transmissions, 33” tires, and 3.55 rear end gears.

V8 vs Ecoboost F150

The Lightning Blue 2017 XL features the latest iteration of the 3.5L V6 Ecoboost engine while the Lead Foot Gray 2018 STX features the latest version of the 5.0L V-8.

The Haul V8 vs Twin-turbo F150’s head-to-head on Drag Strip and Dyno

With a goal of seeing which tuned F150 performs better, Justin hits AT’s in-house dyno to measure stock power output for both trucks.

The Haul V8 vs Twin-turbo F150’s head-to-head on Drag Strip and Dyno
The Haul V8 vs Twin-turbo F150’s head-to-head on Drag Strip and Dyno

before uploading respective 93 octane Bama tunes with SCT’s SF4/X4 Power Flash tuner to measure both peak and curve power gains.

The Haul V8 vs Twin-turbo F150’s head-to-head on Drag Strip and Dyno
The Haul V8 vs Twin-turbo F150’s head-to-head on Drag Strip and Dyno

After the dyno session, Justin takes both trucks to Maple Grove Raceway in Mohnton, PA for both stock and tuned drag runs to see which engine performs better in the quarter mile.

The Haul V8 vs Twin-turbo F150’s head-to-head on Drag Strip and Dyno

Ecoboost or V8;

which one do you think will perform the best on just a tune and nothing else?

The Haul V8 vs Twin-turbo F150’s head-to-head on Drag Strip and Dyno

The choice is YOURS! But should compare to other Ford Models with similar engine configurations so choose wisely if wanting more POWER!

The Haul V8 vs Twin-turbo F150’s head-to-head on Drag Strip and Dyno

330hp 2020 Mustang EcoBoost 4 Cyl. Turbo Performance Model Revealed. PAOLI, Pa. (April 15, 2019) – Ford Motor Company’s official release this morning on the new Turbocharged High-Performance Package (HPP) for the new 2.3L Inline 4 Cylinder engined 2020 Mustang EcoBoost.

Imagine what you could really do with the F150 3.5L V6 Ecoboost Turbo engine with some actual boost tuning! Specs Below video.

The Haul V8 vs Twin-turbo F150’s head-to-head on Drag Strip and Dyno

3.5L EcoBoost F-150 Specs & Info

  • 365 HP & 420 TQ (Raptor’s 3.5L – 450 HP & 510 TQ)
  • 17 mpg city/ 23 mpg highway / 20 mpg combined
  • 3,180 lbs Payload Rating / 12,200 lbs towing capacity
  • Direct Fuel Injection
  • Dual Over Head Camshafts 
  • Maintains 90% peak torque from 1,700 RPM to 5,000 RPM
  • 6 qts of 5w30 (with the oil filter) oil capacity

EcoBoost F-150 V6 Engine Compared to the V8 F-150 Engine

The main selling point of the EcoBoost F-150 is it’s a solid alternative to the V8 coyote sourced engine. The 2.7L and 3.5L EcoBoost engines are able to produce similar power and torque to a V8 while consuming less fuel.

Thanks to a twin scroll turbocharger and direct fuel injection, EcoBoost F-150s are able to overcome the disadvantages of naturally aspirated, small displacement, 6-cylinder engines and create equal output to naturally aspirated V8 engines. Considering how you can get an EcoBoost F-150 cheaper than a V8 F-150, it’s no surprise they are becoming as popular as they are.

3.5L V6 EcoBoost Engine

How to Improve the Acceleration of an EcoBoost F-150

  • Cold Air Intake And Tuner
  • EcoBoost Throttle Body
  • Custom EcoBoost Tune
  • EcoBoost Downpipe
  • Bigger EcoBoost Turbocharger
  • F-150 Gears

Both the 2.7L and 3.5L version of the EcoBoost F-150 offer a good bit of power and acceleration out of the factory, however they both can benefit from some simple mods that will improve overall performance. Upgrading your EcoBoost F-150’s cold air intake and pairing it with a custom tune will allow it to take in more air, which will help the turbocharger work harder, produce more power, and also improve throttle response as well as fuel economy.

Swapping out the throttle body will add some power while also enhancing throttle response. Replacing your EcoBoost F-150’s downpipe with a less restrictive aftermarket one will allowing the twin-scroll turbocharger to work more efficiently and give you a healthy bump in horsepower and torque, while also changing the exhaust note considerably. An off-road downpipe will not have a catalytic converter and will not pass emissions testing, however it will add more power than a catted downpipe and sound much louder as well.

73mm Throttle Body for 2011-2018 EcoBoost

The easiest way to add power to your EcoBoost F-150 is by swapping out the turbocharger for a larger unit. A bigger turbocharger will make much more power than the stock one, however you may incur or increase turbo lag and will test the limits of the EcoBoost engine block.

Changing out the rear gears will improve acceleration while not adding any horsepower. This is because swapping out the rear gears for a steeper gear will allow you to access more power earlier in the RPM band. Steeper gears do sacrifice your top end speed to pull this off however, but if you’re looking for a pick-me-up, a set of gears will do the job.

How Do EcoBoost F-150 Twin-Scroll Turbochargers Work?

Twin-scroll turbochargers have two input lines from the exhaust manifold that lead to the turbine that suck in the exhaust gases. Having two input lines avoids the issue single-scroll turbos have where the firing sequence of the cylinders causes the pulsing of the exhaust gases to delay the build-up of boost, or in other terms turbo-lag. Twin-scroll turbochargers can spool up much quicker than conventional turbochargers and will give crisp and quick throttle response backed up by significant low-end torque.

Replacing the stock twin-scroll turbocharger with an aftermarket turbocharger will allow your EcoBoost F-150 to make more power, but it may reduce fuel economy and the longevity of your engine depending upon how much boost you run. While there is no official word how much power an EcoBoost engine can hold, some forum users have reported the 2.7L EcoBoost giving out about 430 HP and the 3.5L giving out about 500 HP. 

If you do replace the stock EcoBoost turbo with an aftermarket one, you will also need to upgrade some other things on your F-150 such as the fuel injectors, intake, spark plugs, intercooler, throttle body, downpipe, and tune to get the most out of it. The turbo system is mainly comprised of the turbocharger, intercooler, hot side and cold side piping, and the downpipe.

How Does the EcoBoost F-150 Intercooler Work?

The EcoBoost F-150 functions mechanically just like any other turbocharged application and needs to use an intercooler to get the most out of its turbo. The F-150 EcoBoost intercooler takes the hot air produced from the turbocharger and cools it down before feeding it back into the engine.

Upgrading the intercooler on your EcoBoost F-150 will free up some horsepower as well as make your turbocharger perform stronger. Swapping out the intercooler on your F-150 for an aftermarket one is a necessary step when upgrading the turbocharger.

How Do EcoBoost F-150 Direct Injection Engines Work?

Direct injection F-150 engines shoot fuel directly into the cylinder/combustion chamber instead of shooting it above the chamber and above the valves (which is port fuel injection). Adding fuel directly into the combustion chamber allows for more power since the fuel burn is more efficient. The overall process is very efficient in terms of power creation and fuel economy when compared to port fuel injection.

What is Ti-VCT & Does My EcoBoost Have it?

Everywhere you look, the term Twin independent Variable Cam Timing (Ti-VCT) is plastered throughout the details and spec sheets of the Ford EcoBoost 2.7L and 3.5L engines, but what does it mean?

Twin independent Variable Cam Timing means the engine allows for the intake and exhaust valves to remain open for a fraction of a second, overlapping each other. This overlap allows new fuel to mix with the escaping exhaust gasses, which improves torque and improves emissions. Seriously, it means 15% lower C02 emissions.

The TI-VCt technology comes standard in the 2.7L and 3.5L EcoBoost engines, but is also a key player in the naturally aspirated 3.5L V6 and 5.0L V6 engines.

How to Identify an EcoBoost Engine

Frankly, it’s pretty easy to do once you know what you’re looking for. Look for the twin scroll turbochargers fitted to the EcoBoost, plain and simple. The 3.3L Ti-VCT V6 is naturally aspirated, meaning it will lack any sort of turbocharger. Easy stuff.

As for those of you who want to know what turbos Ford decided to use on the EcoBoost, they’re Borg Warner K03s.

Turbo Car Club TurboClub.com 2020-Nissan-GTR-Aniversary-Edition-001

2020 Nissan GT-R 50th Anniversary Edition

Nissan celebrates the GT-R’s 50th birthday with a tech-packed special Anniversary edition

Special edition Nissan GT-R [ Image credit: Nissan ]
The Nissan GT-R is 50 years old, and Nissan is celebrating in style with a fresh, tech-packed special edition. This new model takes its inspiration from the racetrack.

The 2020 Nissan GT-R 50th Anniversary Edition keeps the car’s classic look. Packed with new tech, including the NissanConnect infotainment system that impressed us in the revamped Micra and Qashqai.

NissanConnect not only covers audio, navigation and communication, it also connects to a smartphone app. The app allows you to remotely lock and unlock the car’s doors, and activate the alarm. It even can contact the emergency services, and track down its whereabouts.
When you’re behind the wheel, NissanConnect is controlled using an eight-inch touchscreen. The screen is set into a dashboard wrapped in a single, seamless piece of soft leather.
Indeed, the interior is leather and Alcantara fabric, in a tasteful shade of gray. Nissan rather poetically likens to “the atmosphere of the night sky after the twilight hour”.

Road or track
The 50th Anniversary Edition GT-R is also sportier, with upgrades including a refined ‘R’ mode. This is designed for exiting corners more quickly on the road or on track days. With gear shift paddles so you can keep your hands on the wheel.

If you’re planning on hitting the track, you’ll also appreciate the adaptive shift control. This interprets the way you steer and accelerate and changes gear shifting modes automatically to suit your driving style. It does not require any extra input from you.

Nissan is also releasing a specially 2020 Track Edition optimized for racing and decked out in carbon fiber.

Nissan has yet to reveal details of prices and availability.

By Catherine Ellis 6 days ago Car tech 

Making its debut at the 2019 New York International Auto Show, the 2020 Nissan GT-R 50th Anniversary Edition takes the nameplate to a level that was unimaginable when it was first introduced 50 years ago. To celebrate the half-century of the GT-R, engineers challenged themselves to find undiscovered performance potential while still making sure the car can be enjoyed by drivers at any level.

“A GT-R is about total balance management,” said Hiroshi Tamura, chief product specialist for the GT-R. “It is not about chasing a power figures, but creating a new GT-R, where no aspect has been overlooked. This is appropriate to celebrate the GT-R 50th anniversary.”

2020-Nissan-GTR-Premium

A 50th Anniversary Celebration

The 2020 Nissan GT-R will come in three trim levels in most markets.

GT-R Premium, GT-R Track Edition and GT-R NISMO. In select regions, there will also be the Pure, Prestige and Black models. But it is the 50th Anniversary Edition that truly celebrates the GT-R’s rich heritage.

The special edition car will come in three heritage-era, two-tone exterior color combinations. These are meant to represent the GT-R’s liveries from the Japan GP series – of which the original GT-R was born to dominate in. Retired since the GT-R “R34” model, Bayside (Wangan) Blue makes a return, complete with white racing stripes. A four-coat, double-heat treatment process ensures a vivid blue with striking highlights and deep shadows. Blue accents on the wheel spokes are among several fine touches made to celebrate the GT-R’s milestone. Pearl White with red stripes and Super Silver with white stripes round out the 50th Anniversary liveries.

2020 Nissan GTR Premium-interior
2020 Nissan GTR Premium Interior

Inside the 50th Anniversary Edition is a special gray interior color scheme. This gives the cabin a sense of luxury, reminiscent of the atmosphere of the night sky after the twilight hour. (the color is also available on select other 2020 GT-R models). Additional 50th anniversary features include unique steering wheel and shift knob trim. Special embossed seats, an Alcantara(R) headliner with unique stitching, Alcantara(R)-wrapped sunvisors, and more.

“The Nissan GT-R has been the icon of our company’s driving performance for the past half century”. Said Shinichiro Irie, program design director for the GT-R. “We were highly motivated to ensure that the GT-R 50th Anniversary Edition stands out. While the exterior and interior changes may seem subtle at first glance, they’re still impactful. Especially with the new paint schemes, keeping the car’s lines and overall presence modern and edgy.”

Upgraded performance, born from racing

Many believed that the refinement and performance of the GT-R’s 565-horsepower 3.8-liter V6 24-valve twin-turbocharged engine. (each handcrafted by its own takumi technician) were so high that there was no room for improvement. But the car’s engineers had a few tricks up their sleeves. Among them was incorporating new turbochargers. These help increase the engine’s low rpm response due to an abradable seal. These are providing tighter clearances and a 5% increase in efficiency. Overall, they provide even sharper engine response in and out of corners. This is making the driving experience more rewarding and richer than ever before. The exhaust manifolds, inspired by racing technology, have optimized turbo flange attachment points. Allows for easier servicing and potential tuning, without touching the exhaust manifold.

GT-R features a 6-speed dual-clutch transmission with a refined “R mode,” made for both road and track. It features more aggressive downshifts to better anticipate swift cornering exits, with gear selection happening during ABS engagement. Resulting in reduced understeer and a more driver-intuitive feeling. The adaptive shift control is programmed to change shift schedules to fit the user’s driving style. It is possible to drive according to the law on public roads with full brute force available on the race track. There is no need to manually change shift modes (in A mode/R mode).

The GT-R’s signature exhaust note is the product of a new titanium muffler, featuring titanium finishers with burnished blue tips.

The electronically controlled suspension has been tuned to provide better cornering stability and a smoother ride. The steering is more linear and precise than ever. Only requiring minimal corrections at speeds of up to 186.4 mph (300 kph). A new brake booster increases the initial braking response by engaging with less pedal stroke. This results in enhanced stopping power and feel.

2020 GTR Nismo-interior-02
2020 GTR Nismo Interior

A cabin worthy of GT-R

The GT-R’s cabin represents the ideal blend of luxury and sport. The distinct driver-oriented cockpit has comfortable yet supportive seats for both front and rear passengers. The dashboard is designed to convey a “horizontal flow,” delivering a sense of high stability for front seat occupants. It comes wrapped in a single, seamless piece of hand-selected Nappa leather, artfully stitched with takumi-style precision. The center dashboard integrates navigation and audio controls and an 8-inch capacitive touch-panel monitor. The large icons on the display screen inform the driving experience without distracting from it.

Mounted to the sporty steering wheel are shift paddles that allow drivers to change gears in mid-turn without taking their hands off the wheel.

All 2020 Nissan GT-Rs come with the NissanConnect(SM) integrated audio, navigation and communication system in select markets. It allows users to remotely lock or unlock the doors, activate the alarm, summon emergency services or track the car’s whereabouts using smartphone apps.


2020 GT-R Track Edition

A revised 2020 GT-R Track Edition

For those inclined to take their GT-R to a race circuit, Nissan offers the revised and very potent 2020 Track Edition. Also it comes with an optional carbon fiber roof that sports a clean, tight weave made possible by a new construction process.

The engine (for U.S. models) is borrowed from the famed GT-R NISMO. With newly redesigned turbochargers from the latest GT3 series GT-R race car. This results in a 20% increase in pedal-down acceleration reaction time and 600 horsepower.

Optional on the Track Edition are special Brembo carbon ceramic rotors and calipers. Made of carbon and silica carbide, the rotors – 16.1 inches (410 mm) front and 15.3 inches (390 mm) rear. These are nearly as hard as diamonds. Paired with the performance brake pads, they generate more friction. Which translates into better feel and control in all types of braking situations.

“With the 2020 GT-R, we kept to the car’s concept – pursuing ultimate driving pleasure,” said Tamura. “Once you take hold of the steering wheel, you will immediately know that no other car in the world delivers as much satisfaction to the driver, both physically and spiritually.”

2020 GT-R specifications (U.S. spec)
Premium Edition
EngineVR38DETT, V6 Twin-Turbo charged DOHC
Displacement3.8L
Horsepower565 hpTrack Edition 600 hp
Torque467 lb-ft /3300-5800 rpm481 lb-ft /3600-5600 rpm
Overall length185.4 in. / 4710 mm
Overall width74.6 in. / 1895 mm
Overall height53.9 in. / 1370 mm
Wheelbase109.4 in. / 2780 mm

2020 GT-R NISMO Edition
2020 Ford Mustang EcoBoost - 330HP Turbo Car Club TurboClub.com

2020 Mustang EcoBoost High-Performance Package Turbo

330hp 2020 Mustang EcoBoost Turbo Performance Model Revealed

PAOLI, Pa. (April 15, 2019) – Ford Motor Company’s official release this morning on the new Turbocharged High-Performance Package (HPP) for the 2020 Mustang EcoBoost (EB). This news was timely for the Ford Mustang’s 55th anniversary. With a new 2.3L Inline 4 Cylinder engine HPP available on the EcoBoost Mustang borrowed from the outgoing Ford Focus RS Turbo. This upgrade will make the 2020 Mustang HPP EB Turbo the most powerful four-cylinder sports car offered by an American automaker!

Ford EcoBoost Turbo Engine
“With the Focus RS being discontinued, Ford figured,
“why not throw the pumped up 2.3L into the Mustang and crank the handling potential to 11?”
The result: a new HPP Mustang that rips off 0-60 in mid-4 seconds!” –Justin Dugan – AmericanMuscle

The performance enhancements on the new Ford Mustang HPP Turbo, like the larger 63-millimeter turbo compressor, bigger radiator, and modified engine calibration, allows for a 40 percent wider torque curve over the base EB Turbocharged engine. The suspension and brakes have additional improvements also, including an available EB Handling Package equipped with TORSENÂŽ limited-slip differential, MagneRideÂŽ dampers, and wider wheels, garnering a near 50/50 weight distribution.

Watch it here:

About AmericanMuscle
Starting out in 2003, AmericanMuscle quickly rose to be one of the leading aftermarket Mustang parts providers in the business. Please visit http://www.AmericanMuscle.com for more information.

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