ホンダ・NSX NA1 1991 | Honda NSX NA1

2022年8月18日2022年12月3日NA1/NA2型・NSX（初代）MR

【概要】

ホンダ E-NA1 NSX (1991)

NSX（エヌエスエックス）は、本田技研工業が生産、販売していた2シーターのスポーツカー。車名はホンダの新しいスポーツカー、「ニュー」「スポーツカー」と未知数を表す「X」を合成させたNew SportsCar Xの略である。
エンジンを運転席後方にレイアウトし後輪を駆動するミッドシップエンジン・リアドライブ (MR) で、当時市販自動車として類を見ない世界初の「オールアルミモノコック・ボディー」を採用した。1990年にはこのボディ構造が、社団法人自動車技術会の「日本の自動車技術180選」の「車体」部門で「剛性解析により理想的な高剛性設計とした」として選出されている。その特殊性から、工場に発電所を併設したり、大工場での産業用ロボットによる流れ作業製作ではなく、エンジン同様、車両の生産は全て手作業で行っていた。このような特色と価格帯から、日本車で唯一のスーパーカーと評された。型式は3.0 L車がNA1型、3.2 L車がNA2型。

ベース車両

ベースエンジン

性能・スペック

Mod情報

Honda E-NA1 NSX (1991)

With the goal of meeting or surpassing performance of western rivals, at a lower pricepoint with enough reliability and comfort to be used as a regular car, Honda developed the HP-X (Honda Pininfarina eXperimental) which would later evolve into the NS-X (New Sportscar eXperimental).

The NSX featured an all-aluminum monocoque chassis, a world's first on a mass production vehicle which was the result of extensive design and materials development. The layout was mid-engine, rear wheel drive, a radical departure from the popular front-engine, front wheel drive layout, but offered new possibilities for frame design, packaging and performance.

Power was delivered by a 3.0L V6 naturally aspirated engine C30A, featuring VTEC variable valve timing and lift, variable volume intake and titanium connecting rods. Mass was kept low via an aluminum head and block and the engine was mounted transversely behind the driver. Power delivery was performed via a 5-speed manual gearbox or later in 1994 onwards optionally via a 4-speed automatic gearbox.

With the aim of reducing understeer during cornering, the NSX used a limited slip differential design that performed locking via preload only, minimizing activation in undesirable situations such as corner-entry, although it had a tendency to spin the inside wheel coming out of a corner as the locking action was limited by the preload torque amount.

The suspension layout of the NSX is aluminum double wishbone with main coil-spring and damper alongside torsion bar stabilizers on both axles. Additionally the suspension includes a special compliance-pivot system which minimizes wheel movement when the assembly is subjected to forces such as driving over a bump or cornering, without the need for potentially noisy and uncomfortable solid joints often found on racing vehicles. Mounted on the chassis of the car, the compliance pivot additionally allowed for more free packaging of the control components. The suspension geometry has high camber gain and mild toe deflection, resulting in high grip and predictable handling. Mechanical trail and scrub radius were kept low with the aim of light yet communicative steering feedback without the need for power steering components.

Special OEM tires were created for the NSX after extensive testing, featuring internal plys angled to produce a ply-steer force while travelling straight, resulting in characteristic turn-in behavior when coupled with the static toe settings and low bumpsteer of the NSX. The tires have a directional tread pattern and cannot be rotated.

Standard tire for the Japanese Domestic Market early model NSX was the Yokohama Advan A-022H1. Offering quite high dry-grip, the tire however had somewhat higher wear than was expected and the aggressive toe-in setting of the original NSX alignment resulted in premature tire wearing. Coupled with the more neutral suspension and small tire split of the early models, the first production models of the NSX were prone to oversteer. An adjustment to the spring rates and damping was made in 1992, and in 1994 the tire was changed and split increased from 205/225 to 215/245 alongside adjusted suspension alignment for less rear-toe in to combat tire wear.

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