The Dodge Charger is an American automobile manufactured by the Dodge division of Chrysler. There have been several different Dodge vehicles, built on three different platforms and sizes, all bearing the Charger nameplate. The name is generally associated with a performance model in the Dodge range; however, it has also adorned subcompact hatchbacks,full-sized sedans, and personal luxury coupes.
The first Charger was a 1964 show car, based on the Dodge Polara and fitted with a 426 Wedge V8 engine. The first production Charger, based on the Dodge Coronet, was introduced as a 1966 model. In 1999, Dodge introduced a new Charger R/T concept car. It took many styling cues from the 1960s Chargers, sharing their long nose and rearward cab, but was much shorter at 187 in (4,750 mm), compared to 203 in (5,156 mm) for the 1966 Charger. It was also 650 lb (295 kg) lighter. Although it had four doors where the earlier models had two, the rear doors were intended to be blended unobtrusively into the body.
[edit]First generation
| Year | Model | Engine | Power | Torque |
|---|
| 2006–2010 | SE | 2,736 cc (2.736 L; 167.0 cu in)
EER V6 | 178 hp (133 kW) | 190 lb·ft (258 N·m) |
| SXT (G/H/N/P/R Packs) | 3,518 cc (3.518 L; 214.7 cu in)
EGG V6 | 250 hp (186 kW) | 250 lb·ft (339 N·m) |
| 2006–2008 | R/T | 5.7 L (345 cu in)
Hemi EZB V8 | 340 hp (254 kW) | 390 lb·ft (529 N·m) |
| R/T with Road/Track Performance Group | 350 hp (261 kW) |
| Daytona R/T |
| 2009–2010 | R/T | 5.7 L (345 cu in)
Hemi EZD V8 | 368 hp (274 kW) | 395 lb·ft (536 N·m) |
| R/T with Road/Track Performance Group | 372 hp (277 kW) |
| 2006–2010 | SRT-8 | 6.1 L (370 cu in)
Hemi ESF V8 | 425 hp (317 kW) | 420 lb·ft (569 N·m) |
Both the SXT and R/T models were also available as AWD (All Wheel Drive) starting in 2007. The All-Wheel Drive system is derived from the Mercedes-Benz 4MATIC technology. From 2007-2008, the AWD system is engaged all the time, routing approximately 60% of the power to the rear wheels and 40% of the power to the front wheels. The 2009 Charger AWD utilized the Torque-on-Demand system manufactured by Borg Warner which disconnects the front axles until extra traction is needed. This results in a slight boost in fuel economy while retaining the same maximum power split to the front wheels.
After three years of production, an update for 2009 models was made. This included moving the decklid's "CHARGER" badge from the left to the right, making way for "DODGE" at the left. Tail lamps were also revised.
[edit]Daytona R/T
| Color | Year | Units |
|---|
| Go ManGo! | 2006 | 4000 (US), 200 (CDN) |
| Top Banana | 4000 (US), 250 (CDN) |
| TorRed | 2000 (US), 250 (CDN) |
| Sublime | 2007 | 1500 (US), 150 (CDN) |
| Plum Crazy | 1400 (US), 120 (CDN) |
| Hemi Orange | 2008 | 1650 (US), 100 (CDN) |
| Stone White | 2009 | 400 (US), 75 (CDN) |
The 2006 Charger Daytona R/T debuted at the Chicago Auto Show.Featured with a 5 speed Automatic (Triptronic) Transmission. It featured a high output 350 hp (261 kW) version of the 5.7 L (345 cu in) Hemi as well as an updated suspension and tires. Visual additions included a special front fascia with a chin spoiler and a black rear spoiler. In a retro touch, the Daytona R/T featured black "Hemi" decals on the hood and rear fender and retro high impact colors.
In 2007, larger 20-inch chrome-clad wheels were introduced. In 2008, a revised stripe package was adopted. In 2009, horsepower was increased to 372 hp (277 kW) by the addition of Variable Camshaft Timing.
| Color | Year | Units |
|---|
| Go ManGo! | 2006 | 1 [3] |
| Silver | 675 |
| Black | 2907 |
| Inferno Red | 1137 |
| Silver | 2007 | Unknown |
| Black | Unknown |
| TorRed | Unknown |
| Plum Crazy | 300 [4] |
| Silver | 2008 | Unknown |
| Black | Unknown |
| TorRed | Unknown |
| Steel Blue | Unknown |
| Silver | 2009 | Unknown |
| Black | Unknown |
| TorRed | Unknown |
| Deep Water Blue | Unknown |
| Silver | 2010 | Unknown |
| Black | Unknown |
| TorRed | Unknown |
| Deep Water Blue | Unknown |
An SRT-8 version of the Charger debuted at the 2005 New York International Auto Show. Powered by a 425 hp (317 kW) version of the 6.1 L (370 cu in) Hemi, it also featured upgraded Brembo brakes, and interior and exterior updates. The engine produces 420 lb·ft (569 N·m) of torque. The 425 net horsepower of the modern 6.1 L Hemi makes it even more powerful than the legendary Chrysler Hemi engines of the muscle car era, the biggest of which was rated at 425 gross horsepower. This makes the 6.1 L Hemi engine the most powerful V8 engine that Chrysler has ever put in a production vehicle with a 5-speed automatic transmission.
2006 Dodge Charger SRT-8 in Brilliant Black
|
2007 Dodge Charger SRT8 in Plum Crazy
|
2006 Dodge Charger SRT8 in Inferno Red
|
[edit]Super Bee
A new Super Bee version of the Charger debuted at the 2006 New York International Auto Show for the 2007 model year. It shared the SRT-8's 425 hp (317 kW) 6.1 L (370 cu in) Hemi engine, but was available in a special "Detonator Yellow" paint with black decals. It is a limited edition with only 1,000 being produced. A B5 Blue version of the Super Bee was shown at the 2007 North American International Auto Show and went on sale in early 2008, also with a limited run of 1,000. A total of 425 Hemi Orange Super Bees were built in 2009. In 2011, it was announced that the Super Bee will be returning as a 2012 model on the redesigned Dodge Charger with the 392 HEMI engine in "Stinger Yellow" and "Pitch Black"[5]
| Color | Year | Units |
|---|
| Detonator Yellow | 2007 | 1000 (US) |
| B5 Blue Pearl | 2008 | 1000 (US) |
| Hemi Orange[6] | 2009 | 425 (US) |
| Stinger Yellow[5] | 2012 | TBD |
| Pitch Black[5] | 2012 | TBD |
Third generation (2008–present)
On December 3, 2007, Chrysler started taking deposits for the third-generation Dodge Challenger which debuted on February 6, 2008 simultaneously at the Chicago Auto Show[16] and Philadelphia International Auto Show. Listing at US$40,095, the new version was a 2-door coupe which shared common design elements with the first generation Challenger, despite being significantly longer and taller. The LC chassis is a modified (shortened wheelbase) version of the LX platform that underpins the 2006–Current Dodge Charger, 2005–2008 Dodge Magnum, and the 2005–Current Chrysler 300. The LX was developed in America from the previous Chrysler LH platform, which had been designed to allow it to be easily upgraded to rear and all-wheel drive. Many Mercedes components were incorporated, including the Mercedes-Benz W220 S-class control arm front suspension, the Mercedes-Benz W210 E-Class 5-link rear suspension, the W5A580 5-speed automatic, the rear differential, and the ESP system. All (7119) 2008 models were SRT8s and equipped with the 6.1 L (370 cu in) Hemi and a 5-speed AutoStick automatic transmission. The entire 2008 U.S. run of 6,400 cars were pre-sold (many of which for above MSRP), and production commenced on May 8, 2008; Chrysler Canada offered a further 670+ SRTs uniquely badged as the Challenger 500 (paying homage to Charger and Coronet 500s) all of which were shipped to Canadian Dodge dealers. Chrysler of Mexico offered only 100 of these cars for that country with a 6.1 liter V8 and 425 brake horsepower (317 kW) (SAE); the version of which was the SRT8. Chrysler auctioned off two 2008 SRT8 for charity with the first car going for $400,000 to benefit the notMYkid non-profit organization. A "B5" Blue No.43 car fetched a winning bid of $228,143.43 with proceeds going to the Victory Junction Gang Camp.[17]
Production of the limited edition 2008 SRT8s ended in July 2008, and production of the expanded 2009 line-up started in early August of the same year. The expanded offering was the same as had been unveiled earlier that spring at the 2008 New York Auto Show. Chrysler debuted the full Dodge Challenger line for 2009, with four different trims – SE, R/T, SRT8, and the SXT in Canada only. In addition to the SRT8, which remained unchanged except for the optional 6 speed manual, the line-up included the previously mentioned SE and SXT which offered the 250 HP 3.5-Liter V6. The R/T hosted a 5.7 Hemi sporting 370 hp (276 kW) and 398 lb·ft (540 N·m) of torque when coupled with the 5 speed automatic, and 375 hp (280 kW) with 404 lb·ft (548 N·m) when matched with the same Tremec 6-speed manual transmission as the SRT8.
For 2010, the vehicle cost $515 to $1,010 more than in 2009.[18] The color, HEMI Orange, was initially dropped for the 2010 model year, then re-released later in the model year. Two new color schemes became available for the 2010 model year; Plum Crazy and Detonator Yellow.[19] A third new color, Furious Fuchsia was announced in February 2010.[20] But unlike previous special editions, the Furious Fuchsia version had significant changes to the interior with white leather instead of the usual black seats. Chrysler also made a late-year addition to the 2010 model year with the limited edition Mopar '10 Challenger R/T. These cars, limited to only 500 examples, were metallic pearl black in color with three accent colors (blue, red, silver) of stripes to choose from. In addition, these cars were available with black R/T Classic-style wheels along with a Hurst aftermarket pistol grip shifter, custom badging, Mopar cold air intake for a 10 horsepower increase, and Katzkin-sourced aftermarket interior. Units were built in Brampton, Ontario at the Brampton Assembly Plant and completed at the Mopar Upfit Center in Windsor, Ontario. There were 500 U.S. Units and 100 Canadian units built.
Of the 500 Mopar special edition U.S. examples, 320 had automatic transmissions, 180 had manuals. 255 had blue stripes, 115 had red stripes, and 130 had silver stripes. Out of the 255 with blue stripes, 160 were automatics and 95 were manuals. Out of the 115 with red stripes, 74 were automatics and 41 were manuals. Out of the 130 with silver stripes, 86 were automatics and 44 were manuals.
2011 Dodge Challenger SRT-8
The 2011 model year base Dodge Challenger came with the new Pentastar V6 engine producing 305 bhp (227 kW; 309 PS) and 268 lb·ft (363 N·m). The new engine featured cylinder deactivation and dual variable valve timing. The bottom grille cutout was also flipped upside down, different from the 2008–10. The new SRT8's chin spoiler was enlarged to create more downforce. It resembles the 1970 Challenger R/T.[21] The SRT8 received a new 392-cubic-inch (6.4 L) Hemi V8.[22] with Variable Camshaft Timing, as well as the Multiple Displacement System that was used on the 5.7 L (345 c.i.d.) engine. The 392 was officially rated at 470 horsepower (350 kW) and 470 lb·ft (640 N·m) of torque. Dodge engineers said they sacrificed peak horsepower ratings for low-end torque, stating a 90 lb-ft increase over the outgoing 6.1-L (370 c.i.d.) Hemi V8 at 2900 rpm.[23] Two transmissions were offered: a 5-Speed Shiftable Automatic and a 6-speed manual.[24] With the revised 6.4-Liter engine, Chrysler engineers cited a quarter mile (~400 m) time of 12.4 seconds at 110 mph (180 km/h) – bettering the outgoing 6.1-Liter Hemi by 0.8 seconds, although that figure has varied wildly between automotive magazines. Car and Driver tested the 392 at 12.9 seconds at 114 mph (183 km/h)[25] while Motor Trend ran it at 13.0 seconds at 111.3 mph (179.1 km/h)[26] and Edmunds' number was far closer to Chrysler's claimed numbers at 12.6 seconds at 112.1 mph (180.4 km/h).[27]
[edit]U.S. sales figures
| Model Year | Sales |
|---|
| 2008.75[28] | 7,209 SRT-8 |
| 2009[28] | 8,625 - Base
16,395 - R/T
9,834 - SRT8
Total 34,854
|
| 2010[28] | 24,789 - Base
22,877 - R/T
10,156 - SRT8
Total 57,822
|
| 2011[28] | 12,562 - Base
8,552 - R/T
5,265 - SRT8
Total 26,379
|
| 2012[28] | 6,658 - Base
4,481 - R/T
2,476 - SRT8
Total 13,616
|
The base model Challenger is powered by a 3.5 L (214 cu in)[29] SOHC V6 producing 250 brake horsepower (190 kW) (SAE) and 250 lbf·ft (340 N·m) torque which was coupled to a 4-speed automatic transmission for the first half of 2009, and was then changed to have a standard 5-speed automatic transmission.[30] Several different exterior colors, with either cloth or leather interiors became available. Standard features include; air conditioning, power windows, locks, and mirrors; cruise control, and 17-inch (430 mm) aluminum wheels. Leather upholstery, heated front seats, sunroof, 18-inch aluminum wheels, and a premium audio system are available as options, as are ABS, and stability and traction control.[31] The Canadian market also sports the SXT trim, similar to the SE but which is however, more generous in terms of standard features. Some of these features being ESP, an alarm system, and 18-inch (460 mm) wheels. Starting with the 2012 model year, the SE was replaced in the US with the SXT model.
[edit]SE Rallye Package
New for 2009 was the Rallye Package for the SE model. The package featured design cues including dual body stripes on the hood and the trunk, chromed fuel door, deck lid spoiler, 18-inch aluminum wheels, and Micro Carbon in the interior accents.
Exterior paint colors and dual-stripe combinations on the Dodge Challenger SE Rallye include:
- Brilliant Black Crystal Pearl – with Dark Gray dual stripes and Red accent stripes
- Bright Silver Metallic – with Dark Gray dual stripes and Red accent stripes
- Deep Water Blue Metallic – with White dual stripes and Red accent stripes
- Inferno Red Crystal Pearl – with Black and Dark Gray accent stripes
- TorRed – with Black dual stripes and Dark Gray accent stripes
- Dark Titanium Metallic – with Black dual stripes and Red accent stripes
- Stone White – with Black dual stripes and Red accent stripes
2009 Dodge Challenger R/T
The mid-level Challenger is powered by a 5.7 L (345 cu in) Hemi V8 coupled to a 5-speed automatic transmission or a Tremec TR-6060 6-speed manual transmission. On cars equipped with the automatic transmission, the engine features the Multi-Displacement System and produces 372 brake horsepower (277 kW) (SAE) and 398 lbf·ft (540 N·m) torque.[30] With the 6-speed manual transmission, the Multi-Displacement System option is deleted and the engine produces 376 brake horsepower (280 kW) (SAE) and 404 lbf·ft (548 N·m) torque.[30] Another feature is the Intelligent Deceleration Fuel Shut-Off (iDFSO) available with the manual and the automatic models, the first to combine both a Multi-Displacement system and fuel shut-off.[32] The final drive ratio is 3.06:1 on cars with the automatic transmission, 3.73:1 on cars with the 6-speed manual and 18-inch (460 mm) wheels or 3.92:1 with the 6-speed manual and optional 20-inch (510 mm) wheels. Also available on R/T is the "Track Pak" option group, which includes the Tremec manual transmission, a limited slip differential and self-leveling rear shock absorbers.
[edit]R/T Classic
2010 Dodge Challenger R/T Classic
The Challenger R/T Classic has retro aspects such as script "Challenger" badges on the front panels and black or white "R/T" stripes. It comes with a five-speed automatic standard, with an optional six-speed manual transmission including a pistol-grip-shifter. The wheels are Heritage 20" Torq-Thrust style specials. It became available in Brilliant Black Crystal Pearl, Bright Silver Metallic, Stone White and in multiple "heritage" colors: Toxic Orange, HEMI-Orange, TorRed, B5 Blue, Plum Crazy Purple, Detonator Yellow and Furious Fuchsia. Prices start at $34,005 (including destination) and production started in February 2009.
2009 Dodge Challenger SRT8
The 2009 SRT8, while still equipped with the 6.1L (370 cu in) Hemi V8, is virtually identical to its 2008 counterpart, with the main difference being the choice of either a 5-speed automatic or a 6-speed manual transmission. Standard features include Brembo brakes, a sport suspension, bi-xenon headlamps, heated leather sport seats, keyless go, Sirius satellite radio, and 20-inch (510 mm) forged aluminum wheels in addition to most amenities offered on the R/T and SE models such as air conditioning and cruise control.[31] In addition, the 2009 had a true "limited slip" differential.[33] A "Spring Special" SRT8 Challenger was also offered in B5 Blue, but due to rolling plant shutdowns, just over 250 Spring Special Challengers were built before the end of the 2009 model year. For 2010, SRT8 models added Detonator Yellow as an available color (at extra cost), and only with the optional "Special Edition Group". Yellow Challengers were only be built for a limited time (October/December 2009) in the 2010 model year. Another retro color, Plum Crazy Purple, was also available during Spring 2010 production, offered exclusively in the "Spring Special" package. Furious Fuchsia, similar to the 70s Panther Pink, was limited to one-day production at the Brampton, Ontario plant. The Furious Fuschsia Challengers, unlike previous limited edition Challengers, also featured a custom interior with white seats as well as black rims.[20]
The Lexus LFA is a two-seat supercar from Lexus. It is the second model in the F marque line of performance vehicles from Lexus, following the IS F. Three concept versions have been shown, each debuting at the North American International Auto Show with the LF-A designation as part of the LF Series concept line. After beginning development in the early 2000s (codenamed P280), the first LF-A concept premiered in 2005, followed in 2007 by a second LF-A with a more completely furnished interior and exterior. The third version of the LF-A, a roadster model, premiered in 2008. The production model, trademarked LFA,[1] was shown at the Tokyo Motor Show in October 2009.[2]
The production Lexus LFA features a new V10 engine and a carbon fiber-reinforced polymer (CFRP) body. CFRP materials account for 65 percent of the LFA's body composition by mass.[3] The LFA went into production in late 2010, with a base price of US$375,000.[4][5] A circuit-tuned variant debuted in 2012 with a base price of US$445,000,[6] making it the most expensive Japanese road car ever built.[7] Production ended in December 2012 with 500 vehicles completed, the final version being a Nürburgring Package model.[8]
2000–2004
In February 2000 the LF-A began development as a supercar project codenamed P280, which was intended to showcase the performance capabilities of Toyota Motor Corporation and its Lexus marque.[9][10] The first prototype was completed during June 2003. Prototypes of the LF-A were spotted regularly undergoing testing at Nürburgring, the famous motorsport race track in Nürburg, Germany,[11] since October 2004.[12] Numerous test vehicles had been equipped with automatic retractable rear wings, and carbon ceramic brake discs.[13]
The first Lexus LF-A concept
[edit]2005–2006
In January 2005, the first LF-A concept premiered at the North American International Auto Show in Detroit, Michigan as a design study with no plans for production. The first LF-A concept had an overall length of 173.2 inches (4,400 mm), five inches shorter than the Porsche 911 Turbo (996) while its wheelbase measured 2,580 millimetres (101.6 in), or about nine inches longer.[14]The concept was nearly 1,200 millimetres (48 in) in height, with a width of 73.2 in (1,859 mm).[14] The concept name referred to Lexus Future-Advance.[15] The first LF-A concept featured a glass roof and side cameras mounted in the side mirrors. Twin rear radiators were installed behind the rear wheels, and visible behind large screens. The rear bumper featured a triple exhaust placed in an inverted triangle formation. The wheels were shaped like turbines, and air-scoops were placed on the C-pilllars.[14] Following enthusiastic public reaction for the LF-A concept on the autoshow circuit, development continued with a greater emphasis on a possible production model.[16] Concurrently, Lexus was preparing for the launch of its long-rumored F marque series of performance vehicles, with a production LF-A being a possible future member of this lineup. Reports in 2006 suggested that the LF-A concept car had received the green-light for production,[17]however these reports were not officially confirmed.[18]
The second Lexus LF-A concept
[edit]2007–2008
Following the original LF-A concept, development time was lengthened by the switch from an aluminum frame to a carbon fibre tub, the result of engineering efforts aimed at improving the LF-A's power-to-weight ratio.[9] The LF-A was reported to draw engineering resources from Toyota's Formula One team.[10] In January 2007, a restyled LF-A concept car premiered alongside the first production F marque vehicle, the IS F sports sedan. The second LF-A concept featured a more aerodynamic exterior, a near-production interior, and F marque emblems. Later that year, Lexus GB director Steve Settle indicated plans for a V10 and hybrid version of the LF-A.[19] The hybrid version, combining a petrol engine with electric motors, would likely feature a V8powertrain similar to that designed for the Lexus LS 600h L. LF-A test mules continued to be spotted at the Nürburgring, including early models with a large, fixed rear wing.[16] In December 2007, Auto Express reported that the LF-A had set an unofficial 7:24 lap record at the Nürburgring.[20][21]
The Lexus LF-A Roadster concept
In January 2008, Lexus displayed a roadster version of the LF-A concept car designated LF-A Roadster or LF-AR at the North American International Auto Show. Initial specifications for the roadster were a V10 engine under 5.0 L with over 373 kW (500 hp) and a top speed of over 320 km/h (200 mph).[22] Automotive photographers capturing the LF-A in various test guises had photographed a disguised drop-top test model, dubbed LF-A Spyder, on the Nürburgring as early as October 2005.[23] After its debut at the 2008 North American International Auto Show, the LF-A Roadster was also shown at the 2008 Pebble Beach Concours d'Elegance, the 2008 Geneva Motor Show, the United States Open Championshiptournament, and at Lexus exhibits in Japan. A single LF-A racing prototype was also entered into Veranstaltergemeinschaft Langstreckenpokal Nürburgring endurance races at the Nürburgring in May 2008, competing in the SP8 class of VLN events.[24] Media reports uncovered an LFA trademark filing with the United States Patent and Trademark Office in December 2008, with the concept LF-A name dropping its hyphen to become LFA for a possible production model.[1]
The LF-A concept at the 2007 Tokyo Motor Show
The second LF-A concepts had an overall length of 4,460 millimetres (175.6 in), and a wheelbase of 2,600 millimetres (102.3 in); height remained the same as the prior concept, while width grew to 74.6 inches (1,890 mm).[25] While the original LF-A had been strictly a concept model, the second concept's design reflecting engineering analysis for possible production.[26] The exterior design had been restyled to take advantage of the flexibility offered by carbon fiber construction,[27] with improved aerodynamics and surface features aimed at improving the coupe's overall top speed.[26] The reshaped exterior featured smoother lines with additional detailing, and more curved surfaces. The aft radiator cooling vents were retained, but integrated into the rear fascia, and the lower side and front air intakes were restyled, along with the forward fascia and headlamps.[16] Designers reportedly drew inspiration from the 1965 Toyota 2000GT sports coupe, which was also produced in a front-engine, rear-wheel drive layout, and represented the combination of Japanese technology and design ethics in an supercar.[27] However, no design features on the LF-A were directly derived from the 2000GT.[27] The second LF-A concept and accompanying LF-A Roadster were also equipped with a retractable rear wing for improved handling at speed and a two-seat interior with a two-tone color scheme.
Aft view of the LF-A Roadster concept
On August 5, 2009, Toyota's new CEO, Akio Toyoda, publicly confirmed production of the LF-A in his speech at a conference held at the Center for Automotive Research in the United States.[28]The production vehicles were expected to carry V10 engines,[29][30] putting the car in market competition with the Lamborghini Gallardo, Ferrari F430, the Porsche 911 (997), and the Chevrolet Corvette C6 ZR1. Pricing was estimated at over US$225,000,[31] and close to US$400,000.[32] Two LF-A prototypes had also competed at Nürburgring VLN endurance races in mid 2009. In September 2009, reports in Japanese automotive magazines indicated that the 4.8 L V10 engine for the LF-A would carry a 1LR designation.[33] A subsequent television ad for the Japanese market showed the pre-production LFA testing at the F marque's namesake Fuji Speedway.[34]
The production Lexus LFA at the 2009 Tokyo Motor Show
On October 21, 2009, the production Lexus LFA was unveiled on the first press day of the 41st biennial Tokyo Motor Show.[5] The vehicle was introduced by Akio Toyoda at a press conference, in which it was disclosed that the vehicle would be limited to 500 production copies. The vehicle carried the same designation as the concepts, LFA, but without the hyphen. The production designation reportedly stood for Lexus Fuji Apex.[35] The LFA was shown as the final vehicle of the press conference, following the LF-Ch hybrid concept. Pricing details at the show was estimated at US$375,000.[5]
The production announcement for the LFA supercar marked the 20th anniversary of the launch of Lexus.[36] Given the high cost of construction and limited production, analysts do not expect LFA sales to be profitable.[5] However, the coupe is intended to serve as a testbed for new car technologies, including carbon fiber mass-production, and related performance vehicle development.[37] At its debut, a circuit-ready model was also indicated for 2012 release.[38]
[edit]Production
The LFA, to be built in 500 units, at Park Lane Lexus in London's Mayfair
Lexus began taking orders for the LFA supercar on October 23, 2009. Buyers were selectively chosen by Lexus in the second quarter of 2010.[39] Production began in December 2010 as a 2011 model. Only 500 total LFA models were scheduled to be made worldwide, with only 20 produced each month. Each car had to be custom ordered to the customer's specifications, and cost approximately US$375,000, depending on options and customization.[40] Following the LFA's release at the Tokyo Motor Show, Lexus unveiled a website with a 'LFA configurator' which allowed users to select exterior and interior colors, brake caliper colors, seats, steering wheel leather, and other interior designs.[41][42] In total, there were over 30 billion possible configurations.[42]Each LFA was hand-built by a dedicated production team of engineers and specialists at Toyota's Motomatchi plant in Aichi, Japan. [43] [44][45]
Production LFAs, lined up in Yokohama
In the North American market 150 LFAs were initially sold through a two year lease program much like the Ferrari F50. This was to prevent owners from reselling the vehicle for a profit.[40] Racing driver Scott Pruett was hired to give test drives to interested buyers, demonstrating the vehicle's capabilities at Auto Club Speedway. The Lexus division of Toyota Motor USA stopped taking orders at the end of 2009, at which time they planned to open discussions about a purchase plan for the lessees. Lexus later changed their stance and allowed outright purchase, but only on the condition that they sign an agreement giving the dealer first right of refusal to buy back the LFA if the owner wanted to sell it within the first two years. The dealer would have the option to buy back the used LFA for either fair market value or the original sticker price, whichever is lower.[46] In the European market buyers order their LFA through a single Lexus dealer located in Park Lane, London where it is purchased outright.[47]
During LFA production, each vehicle received an individually numbered plaque, indicating the unit's place in the production run. Each LFA V10 engine carried the signature of the specialist who assembled it.[44] With 20 units produced monthly, production of the entire LFA extended from December 2010 to December 2012. Production ended on December 14, 2012, with LFA #500,in white, Nürburgring package. When production ended, no successor was scheduled. The LFA plant in Motomachi continued making parts with a small team.[48]
LFA 1LR-GUE V10 display model
The Lexus LFA is powered by a 72-degree bank angle 4.8-liter V10 engine equipped with dual VVT-i carrying the 1LR-GUE designation with a maximum output of 412 kW (560 PS) delivered at 8,700 rpm. Its maximum torque output of 480 N·m (354 lb·ft) arrives at 6,800 rpm, 90 percent of which is available from 3,700 rpm. The engine redlines at 9,000 rpm, but with a fuel cutoff set at 9,500 rpm,[50] and is constructed using forged aluminum pistons, forged titanium connecting rods, and solid titanium valves. The V angle of the LFA's V-10 engine is set to 72-degrees (as opposed to the 90-degree V angle present in a Dodge Viper's V-10) to fully balance the firing force from the pistons. This 72-degree angle allows for even firing from the pistons without the use of a split-journal crankshaft, thus improving engine efficiency as well as lowering overall weight. Dry sump lubrication prevents engine oil starvation through high speed corners and lowers the engine's center of mass. Air is fed directly from beneath the hood through a visible slit passing into a dual stage variable intake manifold and then into ten individual throttle bodies before finally exiting from a dual stage titanium muffler.
LFA Deputy Chief Engineer Chiharu Tamura explains LFA engine
The LFA's engineers selected a V10 engine over an equivalent displacement V8 engine for its ability to rev higher,[39] and over a V12 for its lower reciprocating mass,[11][39] allowing for more rapid engine response. Lexus claims their engine can rev from idle to its redline in 0.6 seconds and an analog tachometer needle could not accurately track the LFA's changes in engine speeds. This necessitated the use of a digital tachometer which can instantly display engine speed.[51] The engine reportedly weighs less than the manufacturer's own 3.5-liter 2GR-FE V6 engine. Engineers attempted to make the engine sound like that of a Formula One car with high revs, while at the same time maintaining reliability and vibration control. Along with other manufacturers such as Ferrari, Toyota had produced their own F1 engines and chassis designs.[10] The exhaust note has been described by Toyota engineers as the "roar of an angel",[52] and a US television spot later used the engine sound to shatter a champagne glass via resonance frequency.[53]
The powerplant gives the LFA a weight-to-power ratio of 5.9 lb/hp and enables it to reach a top speed of around 325 km/h (202 mph).[54]Not like the IS F Yamaha co-developed not only the engine cylinder heads but also the entire engine. The engine exceeds Euro V emissions. The engine is installed with a front mid-engine placement.[55] According to Chief Engineer Haruhiko Tanahashi a front engine layout was selected instead of a mid engine layout as it is inherently more forgiving dynamically, affording less experienced drivers a wider safety net.[56]
The LFA front counter gearbox, torque tube and transaxle
[edit]Transmission
The gearbox itself is a six-speed Automated Sequential Gearbox (electrohydraulic transmission) operated with paddle-shifters developed by Aisin. The driver can select from four settings: auto, normal, sport, and wet. The manufacturer quotes minimum up-shift times of 200 ms in the sport mode. According to Tanahashi a dual-clutch transmission was tested but the design team felt gear changes were overly smooth, resembling that of a traditional automatic and they preferred more abrupt and mechanically engaging shifts. This shifting experience was also favored despite Lexus vehicles' typical emphasis on smooth operation.[57] The auto mode and low speed performance suffer as a result.[58] A Torsenlimited slip differential is also applied on the LFA,[2] and a launch control system is available.[42] An offset gear mounted to the crank (a world first[37]) sends power via a torque tube to the transmission. The carbon-fiber torque tube system was developed because of the rear placement of the transmission and low engine layout.[37] The transmission gear ratios are as follows:[59]
| Gear | 1 | 2 | 3 | 4 | 5 | 6 | Reverse | Final Drive |
|---|
| Ratio | 3.231 | 2.188 | 1.609 | 1.233 | 0.970 | 0.795 | 3.587 | 3.417 |
Overhead view of the Lexus LFA with carbon fiber roof
The LFA body features sharp edges and cutoffs for improved aerodynamic performance, made possible by the carbon fiber body.[39] The body was designed with an emphasis on downforce. There are air scoops located over the rear fenders which feed the aft-mounted radiators and help cool the brakes.[37] A horizontal hood gap also feeds air to the engine.[37] Two small aft vents expel air that is collected by an underbody air scoop and used to cool the titanium exhaust pipes.[37] Dual hood ducts serve to move hot air away from the exhaust manifold.[37]
The LFA's speed-sensitive rear wing incorporates a Gurney flap and deploys at speeds over 50 mph.[39] With the wing retracted the LFA's body has a drag coefficient of Cd 0.31.[39] The LFA body is offered with a choice of 28 standard exterior colors,[37] along with 3 wheel colors and a matte black option. Additional "special colors" are available to order.[41] The front and rear fenders, doors, roof rails, and rocker panels are made out of blast fiber reinforced sheet panels, while the tail lamps are light-emitting diode (LED) lights.[37]
[edit]Interior
The production LFA interior, customizable to owner specification
Right-hand drive two-seat LFA interior
In operation the TFT display shows small digits in automatic mode; larger and bolder numbers in normal mode; inverted colors, moved redline, and stark numbers in sport mode, along with a programmable redline warning color change.[42] The tachometer display also features an electric movable metal ring with layer acrylic plastic to create a 3D effect. The LFA further features a new driver and passenger seat-belt airbag design[39] increases similar to the S-Class ESF safety concept car.
The steering wheel features a right-mounted start button and alloy paddle-shifters.[39] To activate the vehicle the driver must insert the key beside the steering wheel then press the start button.[62] Two octaves of engine sound are channeled into the cabin via twin ducts which connect the firewall with the intake manifold, with the sound tuned in the manner of an Ovation guitar.[42] A 12-speaker Mark Levinson sound system with compact lightweight components was also developed for the interior.[63] Custom-made Tumi suitcases are designed for the LFA interior, with a two-piece set made from carbon-fiber style materials and inscribed with the VIN; a smaller "concourse" case is for track days and short trips, while a larger "coastal" case is for longer trips.[64]
[edit]Nürburgring Package
Chassis of the Nürburgring Edition LFA at the 2011 Tokyo Motor Show, with its V10 producing an added 7 kW (10 bhp)
On March 15, 2010, Lexus detailed the circuit-tuned variant of the LFA, plans for which were first disclosed at the LFA official press launch the previous October.[65] The variant is officially known as the LFA Nürburgring Package in reference to the similar setup employed on the LFA race vehicles at the 24 Hours Nürburgring.[6][66]
The package features an extra 10 bhp (7 kW) from its V10 engine, bringing the total to 563 bhp (420 kW; 571 PS). It also features a re-calibrated transmission with gear shifts made faster by 0.05 seconds, a front splitter, stiffer and more adjustable suspension, lightweight alloy wheels coated in track rubber, aerodynamic canards at the sides of the front bumper, and a large fixed rear wing.[66][67]
The LFA with the Nürburgring Package is a competition-focused variant, and will be available in four exterior colors, namely glossy black, matte black, orange, and whitest white.[67] The production totals are to be included in the 500-unit total LFA planned build cycle,[65] and will be limited to a 50-unit run.[6] At a base price of US$445,000, buyers will receive training sessions at the Nordschleife, accompanied by Nürburgring chief instructors, a one-night stay at the Lindner Congress and Motorsport Hotel Nürburgring, admission to the ring°werk leisure park, a Nürburgring branded jacket, and a one-year pass to the circuit.[6][68]
The Nürburgring Edition Lexus LFA, shown here at the 2011 Geneva Motor Show, is based on the VLN racing model.
The Nürburgring Package LFA was tested at the Nürburgring in June 2011. Driven by Akira Iida, the LFA set a time of 7:22.85 (video confirmed),[69]the 10th-fastest time ever for a production vehicle. Lexus confirmed that this lap video was recorded as a "warm up" video for the "ADAC 24-hours" for exhibition purposes. The LFA hit 292 km/h (181 mph)[69] on the last straight uphill climb, which is one of the highest speeds achieved by a stock exotic supercar on that segment of the track. An official lap time will be attempted in the next few months. Standard OEM Bridgestone Potenza RE70 performance street tires were used.
On September 2, 2011 reports came from Lexus via Twitter as well as Chris Harris of Evo Magazine that the Lexus LFA Nürburgring Package completed a lap of the Nurburgring in 7:14 with a top speed of 298 km/h on the "Dottinger" uphill climb, the fourth fastest time ever for a production car, and four seconds quicker than the Porsche 911 GT2 RS at 7:18.[70] A few days later, the time was confirmed by Lexus as 7:14.64, a video was provided. OEM Bridgestone Potenza RE070 street tires had been used. The LFA Nurburgring Package is the only car ever to have lapped Nurburgring in less than 7:20 without racing compound super-slick competition tires such as Michelin Pilot Cup tires or Pirelli P Zero Corsa tires.[71] [72] [73]
[edit]Specifications
[edit]Manufacturer
Official specifications and performance figures for the Lexus LFA are as follows:[59]
| Engine type | 1LR-GUE 72° V10 | Valvetrain | DOHC 4-valves/cylinder, dual VVT-i |
|---|
| Displacement | 4,805 cc (293.2 cu in) | Bore x Stroke | 88 mm × 79 mm (3.5 in × 3.1 in) |
|---|
| Compression Ratio | 12.0:1 | Redline | 9000 rpm (rev limiter 9500 rpm) |
|---|
| Transmission | 6-speed ASG | Minimum shift times | 200 ms or 150 ms |
|---|
| Power | 560 PS (412 kW; 552 hp) @ 8700 rpm | Torque | 480 N·m (354 ft·lbf) @ 6800 rpm |
|---|
| Curb weight | 1,480 kg (3,263 lb) | Weight-to-Power | 5.9 lb/hp |
|---|
| Weight distribution | 49.8:50.2 (front:rear) | Top speed | 326 km/h (203 mph) |
|---|
| 0-97 km/h (60 mph) | 3.6 sec.[36] (official, w/o launch control)[42] | 0-100 km/h (62 mph) | 3.7 sec. |
|---|
[edit]Performance
Tested performance specifications for the Lexus LFA from Car and Driver†, Motor Trend‡, Road & Track†† and Insideline††† are as follows:
| 0-97 km/h (60 mph) | 3.6 secs (w/ launch control.)[74]† | 0-190 km/h (120 mph) | 10.8 sec.[74]† |
|---|
| 0-160 km/h (100 mph) | 7.6 sec.[74]† | 0-210 km/h (130 mph) | 12.7 sec.[74]† |
|---|
| 0-201 km/h (125 mph) | 11.4 sec.[75] | 0-261 km/h (162 mph) | 21.2 sec.[76] |
|---|
| 0-180 km/h (110 mph) | 9.2 sec.[74]† | 0-240 km/h (150 mph) | 18.3 sec.[74]† |
|---|
| 400 m (1⁄4 mi) | 11.6 sec.[77] †††(@ 125 mph (201 km/h))† | Slalom | 121.0 km/h (75.2 mph)[77]††† |
|---|
| Lateral acceleration | 1.00 G[62] (200 feet (61 m) skidpad)†; 1.05 G[78]‡ | Braking (110 km/h (70 mph)-0) | 48 m (156 ft)[62]† |
|---|
First generation (1990–2005)
First generation
 |
| Production | 1990–2005 |
|---|
| Assembly | Takanezawa R&D Plant, Tochigi, Japan(1990–2004)
Suzuka R&D Plant, Suzuka, Japan (2004–2005) |
|---|
| Layout | Transversely mounted mid-engine, rear-wheel drive |
|---|
| Engine |
2,977 cc (181.7 cu in) C30A V6 270 bhp (201 kW; 274 PS), 210 lb·ft (280 N·m)
3,179 cc (194.0 cu in) C32B V6 290 bhp (216 kW; 294 PS), 224 lb·ft (304 N·m) |
|---|
| Transmission | 4-speed automatic
5-speedmanual
6-speed manual |
|---|
| Wheelbase | 2,530 mm (99.6 in) |
|---|
| Length | 4,405 mm (173.4 in) (1991–1993)
4,425 mm (174.2 in) (1994–2005) |
|---|
| Width | 1,810 mm (71.3 in) |
|---|
| Height | 1,170 mm (46.1 in) |
|---|
| Curb weight |
2,976 lb (1,350 kg) (91-92) 3,093lb (1,403kg)(93-97) 2,954lb (1,340kg) (02+)
2,809lb (1,274kg) (02+ NSX-R) |
|---|
[edit]Development
In 1984 Honda commissioned the Italian car designer Pininfarina to design the HP-X (Honda Pininfarina Xperimental),[1] which had a mid-mounted C20A 2.0 L V6 configuration.
After Honda decided to pursue the project its management informed its engineers that the new car would have to be as fast as anything coming from Italy and Germany.[2] The HP-X concept car evolved into the NS-X (New Sportscar eXperimental) prototype. The NS-X prototype and eventual production car were designed by a team led by Chief Designer Nicholas Zander and Executive Chief Engineer Shigeru Uehara, who subsequently would be placed in charge of the S2000 project. The original performance target for the NS-X was the Ferrari 328, which was revised to the 348 as the design neared completion. Honda intended the NS-X to meet or exceed the performance of the Ferrari, while offering targeted reliability and a lower price point. For this reason, the 2.0L V6 of the HP-X was abandoned and replaced with a more powerful 3.0L VTEC V6 engine. The bodywork design had been specifically researched by Ken Okuyama and Uehara after studying the 360 degree visibility inside an F-16 fighter jet cockpit.[3] The NS-X was designed to showcase several Honda automotive technologies, many derived from its F1 motor-sports program.
The NS-X was the first production car to feature an all-aluminium monocoque body,[4] incorporating a revolutionary extruded aluminium alloy frame, and suspension. The use of aluminium in the body alone saved nearly 200 kg in weight over the steel equivalent while the aluminium suspension saved an additional 20 kg; a suspension compliance pivot helped maintain wheel alignment changes at a near zero value.[5] Other notable features included an independent, 4-channel anti-lock brake system; titanium connecting rods in the engine to permit reliable high-rpm operation; an electric power steering system;[6] Honda's proprietary VTEC variable valve timing system (a first in the US) and, in 1995, the first electronic throttle control fitted to a Honda.
Honda spent a great deal of time and money developing the NS-X. With a robust motorsports apparatus, Honda had significant development resources at its disposal and made extensive use of them. Respected Japanese Formula One driver Satoru Nakajima, for example, was involved with Honda in the NS-X's early on track development at Suzuka race circuit, where he performed many endurance distance duties related to chassis tuning. Brazilian Formula One World Champion Ayrton Senna, for whom Honda had powered all three of his world championship-winning Formula One race cars before his death in 1994, was considered Honda's main innovator in convincing the company to stiffen the NSX chassis further after testing the car at Honda's Suzuka GP circuit in Japan. Honda automobile dealer Bobby Rahal (two-time CART PPG Cup and 1986 Indianapolis 500 champion) also participated in the car's development.[7] Senna was given two cars by Honda. The newer one, a black 1993 model, license plate BSS-8888 (the letters meaning Beco - a childhood nickname - Senna Silva and the number 8 is a reference to his first F1 championship in 1988) is still in his family's possession.
The production car made its first public appearances as the NS-X at the Chicago Auto Show in February 1989, and at the Tokyo Motor Show in October 1989 to positive reviews. Sports car enthusiasts focused their attention on its low height, body lines, and pronounced forward cockpit. Honda revised the vehicle's name from NS-X to NSX before final production and sale. The Honda NSX went on sale in Japan in 1990 at Honda Verno dealership sales channels, supplanting the Honda Prelude as the flagship model. The NSX was sold under Honda's flagship Acura luxury brand starting in 1991 in North America and Hong Kong.
[edit]Manufacture and release
Japanese NSX Police Car (Tochigi Prefectural Police)
Upon its release in 1990, the NSX design concept measured 1,170 mm (46 in) in height, (141.3 mm (5.56 in) taller than the Ford GT40) and showcased Honda's technology. TheJapanese car maker's race track innovations and competitive history were further exemplified on the road by the NSX's ultra-rigid, ultra-light all aluminium monocoque chassis and front and rear double wishbone suspension, with forged control arms connected to forged alloy wheels. The car additionally boasted the world's first production car engine with titanium connecting rods, forged pistons, and ultra high-revving capabilities — the redline was at a lofty 8,000 rpm - all traits usually associated with track and race engineered motor cars. The NSX exterior had a dedicated 23-step paint process, including an aircraft type chromate coating designed for chemically protecting the aluminium bodywork and a waterborne paint for the base coat to achieve a clearer, more vivid top color and a smoother surface finish.
The car's strong chassis rigidity and cornering/handling capabilities were the results of Ayrton Senna's direct input with NSX's chief engineers while testing the NSX prototype car at Honda's Suzuka Circuit during its final development stages.[7] The NSX was initially assembled at the purpose-built Takanezawa R&D Plant in Tochigi from 1989 to early 2004, when it was moved to Suzuka Plant for the remainder of its production life. The cars were assembled by approximately 200 of Honda's highest-skilled and most experienced personnel, a team of hand-picked staff with a minimum of ten years assembly experience employed from various other Honda facilities to run the NSX operation.[2] After studying their main competitors such as Ferrari, Lamborghini and Porsche, Honda engineers designed the NSX in search of the "perfect balance" between usable power and reliability and thus produced a powerful naturally aspirated VTEC engine suitable for the extreme demands of both road and track.
One of the first magazine articles to offer NSX test data showed the lightweight 3.0L 270 bhp (200 kW) NSX producing a best 0-60 mp/h time of 5.03 seconds and 13.47 seconds for the quarter mile.[8] Also on a Ferrari 348 to NSX comparison, a 0-60 mph time of 5.2 seconds was recorded for the 1991 NSX.[9]
Wheels magazine Australia awarded the Honda NSX the 1991 Car of the Year award, and the Acura-badged car was Automobile Magazine's Automobile of the Year that same year. Motor Trendproclaimed "this Honda/Acura was good. No, it was better than that--it was great. Ferrari, Porsche, and Jaguar had been put on notice. The all-aluminum NSX -- partially developed at the Nuerburgring -- was better in every way". [10]
Today the NSX is still considered by owners of the model as one of the most reliable exotic cars ever manufactured, with many examples exceeding 100,000 miles (160,000 km) without serious notable reliability issues or having suffered manufacturer recalls. Despite the original NSX ceasing production in 2005, the model still has a strong base of fans and supporters worldwide with owners clubs flourishing in Asia, the USA and across Europe.[citation needed] International motoring authors like Andrew Frankel (AutoCar & Motor) Russell Bulgin (Car) Mark Hales (Fast Lane) Gianni Marin (Gente Motore) and Bernd Ostmann (AutoMotor Und Sport) have not only lent their name to the NSX in print but publicly praised the technology and innovation of Honda's NSX and in the BBC book NSX - Hondas Super Sports Car (ISBN 0 9517751 0 3) describe the vehicle as worthy of the title supercar.
Post-1997 3.2 L North American Acura examples are known to achieve a 13.3 second quarter-mile time [11] (1997-2005 model year NSX-T; the 149 lb (68 kg) lighter Zanardi Edition NSX is closer to 13.2 seconds [12]), while the Japanese NSX-R (2002+) is known to perform a 12.8 second quarter-mile time as measured by Japan's "Best Motoring" TV show.[13] This ability is a result of the high redline, flat torque curve, short gear ratios, light weight and mid-engine layout, along with the slight power increase.
[edit]NSX-R (JDM)
While the NSX always was intended to be a world-class sports car, engineers had made some compromises in order to strike a suitable balance between raw performance and daily driveability. For those NSX customers seeking a no-compromise racing experience, Honda decided in 1992 to produce a version of the NSX specifically modified for superior on-track performance at the expense of customary creature comforts. Thus, the NSX Type R (or NSX-R) was born. Honda chose to use its moniker of Type-R to designate the NSX-R's race-oriented design.
Honda engineers started with a base NSX coupe and embarked on an aggressive program of weight reduction. Sound deadening, the audio system, spare tire, air conditioning system and traction control along with some of the electrical equipment was removed. The power leather seats were replaced with lightweight carbon fiber racing seats manufactured for Honda by Recaro. However, electric windows and fore/aft electric seat adjusters were retained. The stock forged alloy wheels were replaced with lighter forged aluminium wheels produced by Enkei, which reduced the car's unsprung weight. The stock leather shift knob was replaced with a sculpted titanium piece. Overall, Honda managed to remove approximately 120 kg (265 lb) of weight, giving the NSX-R a final weight of 1,230 kg (2,712 lb).
Tuning the suspension, it was well known by 1992 that the NSX, due to its mid-engine layout and rear-end link travel, was susceptible to a sudden oversteer condition during certain cornering maneuvers. While this condition rarely occurred during spirited street driving, it was much more prevalent on race tracks where speeds were much higher. To address the problem and improve the NSX-R's cornering stability at the limit, Honda added one aluminum bracket under the front battery tray and added one aluminum bracket in front of the front radiator to add more chassis rigidity then replaced the entire suspension with stiffer front sway bar, stiffer suspension bushings, stiffer coil springs and stiffer dampers.
The stock NSX has a rear bias in its spring rates, where the rear springs are stiffer than the front. On hard deceleration upon corner entry, the softer front springs allow weight transfer to the front wheels, increasing front grip and thus improving steering response. However, the weight transfer also takes weight off of the rear wheels, causing them to lose grip. The net result is a tendency toward oversteer, as the rear wheels are more likely to break traction and cause a fishtail or spin. For the NSX-R, Honda reversed the spring bias, placing stiffer springs on the front suspension along with stiffer front sway bar. This had the effect of preventing weight transfer to the front suspension under hard braking. This way, the rear tires would remain firmly set when entering the corner. Of course, by keeping weight off of the front wheels, front grip was reduced and the change therefore had the negative effect of increasing the understeertendency of the car. This change required better driver skill to manage. Overall, the NSX-R uses much stiffer front sway bar along with stiffer springs than the stock NSX (21.0mm xt2.6mm front sway bar :F 3.0 kg/mm—R 4.0 kg/mm for the NSX versus F 8.0 kg/mm—R 5.7 kg/mm for the NSX-R).
Honda also changed the final drive ratio by lowering to a 4.235:1 ring and pinion gear in place of the 4.06:1 stock unit which moved the NSX-R's gear shifting points higher into the powerband at higher rpm's. This change greatly improved acceleration at the expense of top speed and higher (percentage) locking limited-slip differential was installed. Also, the NSX-R 3.0 liter DOHC VTEC V-6 engine has a blueprinted and balanced crankshaft assembly which is exactly the same labor-intensive high precision process done for Honda racing car engines built by highly qualified engine technicians.
The lightest of all NSX variants at 1,230 kg (2,712 lb), the First-Gen NSX-R is capable of blistering track performance, though the ride can be jarring and noisy due to the stiff suspension bushings, stiff spring rates and lack of sound insulation.
Beginning in late November 1992, Honda produced a limited number of 483 NSX-R variants exclusively for the Japanese domestic market (JDM). Factory optional items as Air conditioning, BOSE stereo system, Carbon fiber trim center console with Carbon fiber door trim and starting in 1994 Championship White painted larger wheels (16"front wheels/17"rear wheels) were available for a hefty premium. Production ended in September 1995.
In 1995 the NSX-T with a targa top roof was released in Japan as a special order option. In North America, the NSX-T replaced the standard coupe entirely as the only trim available, with the notable exceptions of the Zanardi Edition NSX in 1999 and a handful of special ordered post-1997/pre-2002 3.2 liter coupes. The removable roof reduced the chassis rigidity of the NSX and added about 100 pounds (45 kg) of structural reinforcements. In addition to this major change all subsequent NSX-Ts (1995-2001) had smaller front sway bars, slightly stiffer front spring rates and softer dampers to improve ride comfort and tire wear while reducing the sudden-oversteer problems that plagued most mid-engined vehicles. Resulting in somewhat reduced handling performance. All roofs were now body-colored instead of black, although in Japan the two-tone black roof/body color was still available as an optional feature. Finally available in the manual transmission version NSX was electric power steering, previously found in the automatic version exclusively.
[edit]1997 performance-enhancing changes (Worldwide)
1997 brought the biggest changes to the performance of the current generation NSX for the Japanese domestic versions and abroad. For 1997 engine displacement increased from 3.0 L to 3.2 L using a thinner fiber-reinforced metal (FRM) cylinder liner. This revised 3.2 L C32B engine gave it slightly more rated power: from 274 PS (202 kW; 270 hp) to 294 PS (216 kW; 290 hp) while torque increased from 285 N·m (210 lb·ft) to 305 N·m (225 lb·ft) (manual transmission only). The 4-speed automatic model still used the 3.0 L engine and power output. Another big change was the adoption of the 6-speed manual transmission. The combination of slightly increased power and torque, 6-speed manual gearbox, and optimized gear ratio produced improved straight-line acceleration. The new NSX rang up better numbers than the power and torque improvements may suggest over previous model NSXs. 0-60 mph times dropped from 5.2 to as low as 4.5 as recorded by Car and Driver in their August 1998 0-150-0 issue using a 3.2 hard top coupe. That NSX proved to be the fastest tested in North America. When Car and Driver tested the Zanardi special edition NSX a year later it managed a 4.8 0-60 and a 13.2 quarter mile. Although magazine tests for the 02+ models were rare Honda apparently kept improving the engine as Sports and Exotic Car magazine did a farewell article on a 2005 NSX-T and recorded a 0-60 time of 4.7 and a 13.1 quarter mile on the heavier targa model. Other notable changes include a brake rotor size increase from 11.1 in (280 mm) to 11.732 inches (298 mm) — which necessitated larger wheels and tires, a new aluminum alloy to further reduce weight and increase rigidity, and a transponder in the key.
[edit]NSX-S, S-Zero (JDM)
Along with the engine displacement increase in 1997, Japan exclusively received the NSX type S (NSX-S) and NSX type S Zero (NSX-S-Zero), weighing in at 1,320 kg (2,900 lb) and 1,280 kg (2,800 lb) respectively. Both had a stiffer suspension than the normal NSX.
Unlike the standard Type S, the S-Zero does not offer Air Conditioning, navigation, and stereo system as an option. The suspension is stiffer than the standard Type S by using the NA1 Type R (1992 to 1995) suspension but retaining the Type S's larger rear sway bar. Changes were also made to the interior's manual transmission boot shifter, replacing the original material from leather to mesh.
[edit]Alex Zanardi Edition NSX
Produced exclusively for the United States, the Alex Zanardi Edition NSX was introduced in 1999 to commemorate Alex Zanardi's two back-to-back CART Champ Car championship wins for Honda / Acura in 1997 and 1998. Only fifty-one examples were built, and they were available only in New Formula Red to reflect the color of the Champ Car Zanardi drove for Chip Ganassi Racing.
The Zanardi Edition was similar to the Japanese market NSX Type S. Visible differences between the Zanardi Edition and the Type S were the Zanardi's left-hand drive, black leather and suede seats with red stitching, airbag-equipped Acura steering wheel, and a brushed-aluminium plaque with an engraved Acura logo, Zanardi's signature, and a serial number on the rear bulkhead. Total vehicle weight is reduced 149 pounds (68 kg) compared to the NSX-T, through the use of a fixed hard-top roof, lighter rear spoiler, single pane rear glass, lightweight BBS alloy wheels, a lighter battery, and a manual rack-and-pinion steering system in place of the electric power steering.
Zanardi Number 1 belongs to Zanardi himself and was not given a North American VIN. The car is rumored to have been modified by Honda with hand-activated throttle, braking, and shifting mechanisms to accommodate Zanardi's loss of both legs resulting from his Lausitzring crash in 2001.[citation needed]
Zanardi numbers 2 through 50 were sold to the general public through dealers.
[edit]NSX Refresh (worldwide)
The original NSX body design received only minor modifications from Honda in the new millennium when in 2002 the original pop-up headlamps were replaced with fixed xenon HID headlampunits (see photo from L.A. Auto Show 2003) along with slightly wider rear tires to complement a revised suspension.
The fixed roof NSX was dropped in 2002 (North America). The NSX was now made available in a number of exterior colors with either a matching or black interior to provide a number of possible color combinations. A 4-speed automatic transmission with manual-type shift option also became available.
[edit]NSX-R Refresh (JDM)
A second iteration of the NSX-R was released in 2002, again exclusively in Japan. As with the first NSX-R, weight reduction was the primary focus for performance enhancement. The chassis is based on the fixed-roof coupe, due to its lighter weight and more rigid construction. Carbon fiber was used to a large extent throughout the body components to reduce weight, including a larger, more aggressive rear spoiler, vented hood and deck lid. The vented hood was said to be the largest one-piece carbon-fiber hood in production cars. Additionally, the original NSX-R weight reduction techniques were repeated, including deletion of the audio system, sound insulation and air conditioning. Furthermore, the power steering was removed. A single-pane rear divider was again used, as were carbon-kevlar racing seats manufactured for Honda by Recaro. Finally, larger yet lighter wheels resulted in a total weight reduction of almost 100 kg (220 lb) to 1,270 kg (2,800 lb).
The 3.2L DOHC V6 engine received special attention as well. Each NSX-R engine was hand assembled by a skilled technician using techniques normally reserved for racing programs. Components of the rotating assembly (pistons, rods and crank) were precision weighed and matched so that all components fell within a very small tolerance of weight differential. Then, the entire rotating assembly was balanced to a level of accuracy ten times that of a typical NSX engine. This balancing and blueprinting process significantly reduced parasitic loss of power due to inertial imbalance, resulting in a more powerful, free-revving powerplant with excellent throttle response. Officially, Honda maintains that the power output of the Second-Gen NSX-R engine is 290 bhp (220 kW), which is identical to the stock NSX. The automotive press, however, has long speculated that the true output of the engine is higher.
Creating the impression of increased power the accelerator was remapped, becoming much more sensitive to movement, particularly at the beginning of the pedal's new shorter stroke.[14] This, coupled with the harsh suspension, makes it very hard for the driver to drive smoothly at low speeds on streets with even slight bumps. The lack of power steering has also been noted by drivers as making the car tiring and hard to steer at low speed.[15]
The result of Honda's second NSX-R effort was a vehicle that could challenge the latest sports car models on the track, despite having a base design that was more than 15 years old. For example, noted Japanese race and test driverMotoharu Kurosawa piloted a 2003 NSX-R around the Nurburgring road course in 7:56, a time equal to a Ferrari F360 Challenge Stradale.[16] The NSX-R accomplished this feat despite being out-powered by the Ferrari by over 100 bhp (75 kW).
[edit]NSX-R GT (JDM)
After the release of the Second-Gen NSX-R, Honda developed a more agile, more responsive, and quicker limited edition NSX-R called the NSX-R GT. The NSX-R GT was created by Honda solely to comply with the Super GT production-based race car homologation requirements. As JGTC rules required at least five production cars for any race car version to compete, the NSX-R GT was limited to a production run of only five cars.
The differences between the Second-Gen NSX-R and the NSX-R GT are not fully known. One clear difference is the addition of a non-functional snorkel attached to the roof of the car. In the JGTC NSX race cars however, this snorkel is fully functional, feeding outside air to an individual throttle body intake plenum. The NSX-R GT also has a lowered suspension and widened body. More aggressive aerodynamic components such as an extended front spoiler lip and large rear diffuser are used as well. It also is speculated that the NSX-R GT incorporates more weight savings over the NSX-R. Honda never advertised what, if any, changes were made to the 3.2L DOHC V6 for the NSX-R GT.
[edit]NSX-S Refresh (JDM)
The second iteration NSX-S, sold exclusively in Japan like other sports NSXs, continues with the face-lifted NSX keeping the weight at 1,320 kg (2,900 lb).
[edit]The end of the NSX
By 2005, NSX unit sales amounted to a few hundred vehicles per year worldwide. Honda deemed continuation of the NSX was not economically viable, considering the very high cost of manufacturing the NSX along with the company's growing interest in producing a new model with a V10 engine and performance on par with the most modern high performance sports cars. On its launch in 1990, the NSX had been a technological marvel, but by 2005 Ferrari had gone from the 348, which was the original benchmark for the NSX development team, to the F355, 360 and to the F430. In July 2005, Honda officially announced that it would cease manufacturing NSX after 15 years, and transfer its research and development efforts to the search for its successor. The last NSX sale in the US took place in Spokane, Washington in the summer of 2006—originally intended for Honda's museum.
[edit]Honda NSX Mugen RR concept
At the 2008 Tokyo Auto Salon, Honda unveiled a Honda NSX Mugen RR concept vehicle, which included 255/35R18 and 335/30R18 tires, widened front, multi-grooved rear diffuser, adjustable rear wing.[17] The Mugen NSX RR concept is powered by a modified 3.2L V6, and has had its mounting changed from transverse to longitudinal. The change in mounting position, done in-house at Mugen's facility via custom mounts, subframe, transmission, and other key components, allows for better power transfer to the rear wheels, and for a better exhaust flow that goes straight out the rear of the car rather than under the engine and then out.
[edit]In motorsport
[edit]Safety car
Since the beginning of the NSX's production, the car has been used as a safety car at the Suzuka Circuit, even for the Japanese Grand Prix in its early years of production, and is still used at the circuit. The car is also used for the same role at Twin Ring Motegi, the other circuit owned by Honda.
[edit]24 Hours of Le Mans
The 1995 class-winner "Team Kunimitsu" NSX-GT2
Three Honda NSXs were entered in the 1994 24 Hours of Le Mans. Cars numbers 46, 47 and 48 were prepared and run by team Kremer Racing Honda, with Team Kunimitsu assisting and driving the number 47 car. All were in the GT2 class, and all completed the race, but placed 14th, 16th and 18th.[18]
Three Honda NSXs were entered in the 1995 24 Hours of Le Mans. Honda's factory team brought two turbocharged NSXs which were entered in the GT1 class numbered 46 and 47. Team Kunimitsu Honda prepared and entered a naturally aspirated NSX into the GT2 class numbered 84. Car 46 finished but was not classified for failing to complete 70% of the distance of the race winner. Car 47 did not finish due to clutch and gearbox failure. Car 84, driven by Keiichi Tsuchiya, Akira Iida, and Kunimitsu Takahashi, placed 8th overall and first in the GT2 class after completing 275 laps. This NSX was featured in the original Gran Turismo.[19]
For the 1996 24 Hours of Le Mans, only the Team Kunimitsu Honda NSX returned with the same drivers. It completed 305 laps to finish in the 16th position overall, and third in the GT2 class.[20]
[edit]Super GT
For use in the Super GT (formerly the JGTC), the NSX has been highly modified (as allowed by series technical regulations) with chassis development by Dome, engine development by Mugen, for Honda.
Externally the NSX shape has developed race by race, season to season to the demands of increasing aerodynamic downforce within the regulations. The most notable change is the position of the V6 engine, which is mounted longitudinally instead of transversely as per the roadcar. Similar to the setup used in modern Lamborghinis, the gearbox is located in the center tunnel under the cockpit and is connected to the rear differential by a driveshaft. Engines can either be turbocharged or naturally aspirated, depending on the class and on the rules.
Prior to rule changes beginning in the 2003 season, the Super GT/GT500 NSX was powered by a specially modified version of the C32B V6 engine. Using a stroker crankshaft from Toda Racing, the naturally aspirated engine displaced 3.5 liters and produced nearly 500 bhp. Beginning in 2003, Honda substituted a highly modified C30A, augmented by a turbocharger, which also produces up to 500 bhp.
The NSX continued to be used as the works Honda car in the GT500 class, even though it is no longer in production, until it was replaced in 2010 with the HSV-010.
NSX competition vehicle during Super GT competition
[edit]Honda NSX Super GT specifications
Year 2009 final specification
- Chassis: Carbon fiber reinforced aluminium frame, steel Roll cage, JAF (Japan Automobile Federation) approval.
- Engine: Custom-built Honda engine, water-cooled V6 Normally aspirated (Longitudial-mounted), 3.494 liters, DOHC, 4-valves per cylinder.
- Speed: 191 mph (307 km/h)
- Fuel: Unleaded 100 RON gasoline.
- Lubrication: Mobil 1, BP, MOTUL, Elf.
- Fuel delivery: Fuel injection.
- Wheelbase: 2,530 mm.
- Length: 4,610 mm.
- Width: 2,000 mm.
- Weight: Over 1,120 kg
- Fuel capacity: 100 Litres.
- Clutch: AP C/C 5.5-inch 4 plates pull.
- Brakes: Alcon, Performance Friction.
- Springs and dampers: Showa Double wishbone inboard type.
- Gearbox: Hewland 6-speed sequential.
- Spark plugs: NGK.
- Wheel rims: RAYS Engineering, BBS F: 13J-18, R: 13J-17.
- Tires: Bridgestone, Dunlop F: 330/40 R18, R: 330/45 R17 radial slick/treaded rain tires.
- Intake air restrictor: 29.1 mm × 2mm.
- Safety equipment: TAKATA 5-point seatbelt, HANS Device.
- Team: Autobacs Racing Team Aguri, Dome Racing, Nakajima Racing, Real Racing, Team Kunimitsu.
Ducati Streetfighter S
Ducati Streetfighter at Backfire Motorcycle Night, Ballard, Seattle, Washington. 19 August 2009
|
| Manufacturer | Ducati Motor Holding |
|---|
| Production | Since 2009 |
|---|
| Class | Streetfighter |
|---|
| Engine | 1,099 cc (67.1 cu in) 90° V-twin, DOHC, 8v desmodromic, Marelli EFI[1] |
|---|
| Bore / Stroke | 104.0 mm × 64.7 mm (4.09 in × 2.55 in) |
|---|
| Compression ratio | 12.5:1 |
|---|
| Power | 155 bhp (116 kW) @ 9500 rpm (claimed)[1] |
|---|
| Torque | 85 lb·ft (115 N·m) @ 9500 rpm (claimed)[1] |
|---|
| Transmission | Dry, multi-plate clutch, 6-speed gearbox[1] |
|---|
| Suspension | Front: 43mm Ohlins inverted fork with adjustable spring
preload, compression and rebound damping
Rear: Single Ohlins shock with adjustable spring preload, compression and rebound damping[1] |
|---|
| Brakes | Front: Four-piston BremboMonobloc radial calipers, 330mm discs
Rear: Two-piston Brembo caliper, 245mm disc[1] |
|---|
| Tires | Front: 120/70ZR-17 Pirelli Diablo Corsa III
Rear: 190/55ZR-17 Pirelli Diablo Corsa III[1] |
|---|
| Rake, Trail | 25.67° 4.5 in.[1] |
|---|
| Wheelbase | 58.1 in (1,480 mm)[1] |
|---|
| Seat height | 33 in (840 mm)[1] |
|---|
| Weight | 368 lb (167 kg) (claimed)[1] (dry) |
|---|
| Fuel capacity | 4.4 US gal (17 L)[1] |
|---|
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