Honda NSX

The Honda NSX, or Acura NSX in North America and Hong Kong, is a sports car that was produced between 1990 and 2005 by the Japanese automaker Honda. It sports a mid-engine, rear-wheel drive layout and was powered by an all-aluminium V6 gasoline engine featuring Honda’s Variable Valve Timing and Lift Electronic Control (VTEC) program.

In 1984 Honda commissioned the Italian car designer Pininfarina to design the HP-X (Honda Pininfarina Xperimental), 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 need to be as excellent as anything coming from Italy and Germany.

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 could 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 style neared completion. Honda intended the NS-X to meet or exceed the performance of the Ferrari, while offering targeted reliability as well as a lower cost 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 style had been particularly researched by Okuyuma and Uehara soon after studying the 360 degree visibility inside an F-16 fighter jet cockpit.

The NS-X was designed to showcase numerous Honda automotive technologies, numerous derived from its F1 motor-sports program.

Honda NSX History

The NS-X was the first production car to feature an all-aluminium monocoque body, incorporating a revolutionary extruded aluminium alloy frame, and suspension. The use of aluminium within the body alone saved practically 200 kg in weight over the steel equivalent even though the aluminium suspension saved an further 20 kg; a suspension compliance pivot helped maintain wheel alignment adjustments at a near zero value. Other notable functions included an independent, 4-channel anti-lock brake method; titanium connecting rods within the engine to permit dependable high-rpm operation; an electric power steering method; Honda’s proprietary VTEC variable valve timing system (a 1st inside the US) and, in 1995, the first electronic throttle control fitted to a Honda.

Honda NSX

Honda spent an excellent deal of time and income developing the NS-X. Having a robust motorsports apparatus, Honda had significant development resources at its disposal and produced extensive use of them. Respected Japanese Formula 1 driver Satoru Nakajima, for instance, was involved with Honda inside the NS-X’s early on track development at Suzuka race circuit, where he performed a lot of endurance distance duties related to chassis tuning. Brazilian Formula 1 World Champion Ayrton Senna, for whom Honda had powered all three of his world championship-winning Formula One race cars just before his death in 1994, was considered Honda’s major innovator in convincing the firm to stiffen the NSX chassis further following testing the car at Honda’s Suzuka GP circuit in Japan. American Bobby Rahal also participated in the car’s development. 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 also the number 8 can be a reference to his very first F1 championship in 1988) is still in possession of his family.

Honda NSX at the Chicago Auto Show in February 1989

The production car created its initial public appearances as the Honda NSX 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 just before final production and sale. The Honda NSX went on sale in Japan in 1990. The NSX was sold under Honda’s flagship Acura luxury brand starting in 1991 in North America and Hong Kong.

Honda NSX Manufacture and release

Upon its release in 1990, the Honda NSX design concept measured 1,170 mm (46 in) in height, (only 141.three mm (five.56 in) taller than the legendary Ford GT40), and showcased Honda’s technologies. The Japanese 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 moreover boasted the world’s 1st 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 typically associated with track and race engineered motor cars. The NSX exterior had a dedicated 23-step paint procedure, which includes an aircraft kind chromate coating developed for chemically protecting the aluminium bodywork plus a waterborne paint for the base coat to achieve a clearer, a lot more vivid top color plus a smoother surface finish.

Honda NSX 1990

The car’s strong chassis rigidity and cornering/handling capabilities had been the outcomes of Ayrton Senna’s direct input with NSX’s chief engineers even though testing the NSX prototype car at Honda’s Suzuka Circuit during its final development stages. The NSX or Acura NSXwas 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 having a minimum of ten years assembly experience employed from various other Honda facilities to run the NSX operation. Following studying their principal competitors such as Ferrari, Lamborghini and Porsche, Honda engineers developed the NSX in search of the “perfect balance” between usable power and reliability and thus produced a effective naturally aspirated VTEC engine suitable for the extreme demands of both road and track.

Honda NSX

One of the first magazine articles to offer NSX test data showed the lightweight three.0L 270 bhp (200 kW) NSX producing a best 0-60 mp/h time of five.03 seconds and 13.47 seconds for the quarter mile. Also on a Ferrari 348 to NSX comparison, a 0-60 mph time of five.2 seconds was recorded for the 1991 NSX.

Wheels magazine Australia awarded the Honda NSX the 1991 Car of the Year award, and also the Acura-badged car was Automobile Magazine’s Automobile of the Year that same year.

The Honda NSX is still considered by owners of the marque as one of the most reliable exotic cars ever manufactured, with several 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 marque still has a strong base of fans and supporters worldwide with owners clubs flourishing in Asia, the USA and across Europe. 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 technologies and innovation of Honda’s NSX and inside 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 (1997-2005 model year NSX-T; the 149 lb (68 kg) lighter Zanardi Edition NSX is closer to 13.2 seconds ), although 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. This ability is often a result of the high redline, flat torque curve, short gear ratios, light weight and mid-engine layout, along with the slight power increase.

First generation Honda NSX-R (JDM)

Whilst the NSX always was intended to be a world-class sports car, engineers had produced 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 style.

First generation Honda NSX-R

Honda engineers started having a base NSX coupe and embarked on an aggressive program of weight reduction. Sound deadening, the audio system, spare tire, air conditioning method 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 had been retained. The stock forged alloy wheels had been 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 to 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. Even though this condition rarely occurred throughout spirited street driving, it was much far more prevalent on race tracks where speeds had been much higher. To address the problem and improve the NSX-R’s cornering stability at the limit; Honda replaced the entire suspension with stiffer suspension bushings, stiffer coil springs and stiffer dampers.

Honda NSX Frame

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 far more likely to break traction and cause a fishtail (drift) or spin. For the NSX-R, Honda reversed the spring bias, placing stiffer springs on the front suspension. 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 also the change therefore had the negative effect of increasing the understeer tendency of the car. This change required better driver skill to manage.

Overall, the NSX-R uses much stiffer springs than the stock NSX (F 3.0 kg/mm-R four.0 kg/mm for the NSX versus F 8.0 kg/mm-R five.7 kg/mm for the NSX-R).

Honda NSX Engine

Honda also changed the final drive ratio by lowering to a 4.235:1 ring and pinion gear in place of the four.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 method 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) had been available for a hefty premium. Production ended in September 1995.

Honda NSX-T

In 1995 the NSX-T having 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 along with 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.

Acura NSX-T

In addition to this major change, the suspensions have also been softened to improve ride, comfort, and tire wear, at the ultimate expense of handling. The suspension redesign was also intended to reduce the sudden-oversteer problems that plagued most mid-engined vehicles. All roofs had been 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 inside the automatic version exclusively.

Honda NSX-S Zero (JDM)

Along with the engine displacement increase in 1997, Japan exclusively received the NSX sort 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 program as an option. The suspension is stiffer than the standard Kind S by using the NA1 Kind R (1992 to 1995) suspension but retaining the Kind S’s larger rear sway bar. Changes were also created to the interior’s manual transmission boot shifter, replacing the original material from leather to mesh.

Alex Zanardi Edition Honda 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 had been built, and they had been available only in New Formula Red to reflect the color of the Champ Car Zanardi drove for Chip Ganassi Racing.

Alex Zanardi Edition Honda NSX

The Zanardi Edition was similar to the Japanese market NSX Kind S. Visible differences between the Zanardi Edition along with the Sort S were the Zanardi’s left-hand drive, black leather and suede seats with red stitching, airbag-equipped Acura steering wheel, along with a brushed-aluminium plaque with an engraved Acura logo, Zanardi’s signature, as well as a serial number on the rear bulkhead. Total vehicle weight is reduced 149 pounds 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, as well as a manual rack-and-pinion steering method in place of the electric power steering.

Second generation Honda NSX-R (JDM)

A second iteration of the NSX-R was released in 2002, again exclusively in Japan. As with the very 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, which includes a larger, much 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 had been repeated, which includes 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 Honda NSX

The three.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 procedure significantly reduced parasitic loss of power due to inertial imbalance, resulting in a a lot 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.

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 style that was more than 15 years old. For instance, noted Japanese race and test driver Motoharu Kurosawa piloted a 2003 NSX-R around the legendary Nurburgring road course in 7:56, a time equal to a Ferrari F360 Challenge Stradale. The NSX-R accomplished this feat despite being out-powered by the Ferrari by nearly 100 bhp (75 kW).

Soon after the release of the Second-Gen NSX-R, Honda developed a a lot more agile, a lot 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.

Honda NSX-R GT

The differences between the Second-Gen NSX-R and the NSX-R GT are not fully known. 1 clear difference is the addition of a non-functional snorkel attached to the roof of the car. Within 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. A lot 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 far more weight savings over the NSX-R. Honda never advertised what, if any, adjustments had been created to the three.2L DOHC V6 for the NSX-R GT.

Second generation Honda NSX S (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).

End of the Honda 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. In 1991, the NSX was 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 and transfer its research and development efforts to the search for its successor. The last NSX sale within the US took place in Spokane, Washington in the summer of 2006; originally intended for Honda’s museum.

Honda NSX 2005

In December 2007, American Honda CEO, Tetsuo Iwamura, confirmed a new supercar powered by a V10 engine would make its introduction to the market by 2010. The new sports car could be based on the Acura ASCC (Advanced Sports Car Idea) introduced at the 2007 North American International Auto Show. With Honda CEO Takeo Fukui challenging the developers to make the vehicle faster than its rivals, prototypes of the vehicle had been seen testing on the Nürburgring in June 2008. On 17 December 2008, Fukui announced during a speech about Honda’s revised financial forecast that, due to poor economic conditions, all plans for a next-generation NSX had been cancelled. In March 2010, the Acura NSX project changed name to Honda HSV-010 GT and was entered inside the Japanese SuperGT Championship. The HSV-010 GT is powered by a 3.4-liter V8 sending somewhere in excess of 500 hp (373 kW) through the sequential manual gearbox from Ricardo.

Honda NSX Specification

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Toyota Supra Turbo 1995 Mark IV

The Toyota Supra is a sports car/grand tourer, produced by Toyota Motor Company from 1979 to 2002. The styling of the Toyota Supra was derived from the Toyota Celica, but it was also longer and wider. From mid 1986, the Supra (in its third generation, Mark III) has its own model and was not based on the Celica. In turn, Toyota also stopped using the prefix Celica and began just calling the car Supra. Because of the similarity and past of the Celica name, it is often confused with the Toyota Supra, and vice versa.

The Toyota Supra also traces much of its roots in the Toyota 2000GT with the main lines of the engine. The first three generations with a direct descendant of the Toyota Crown and offered 2000GT’s M engine. All four generations of Supra produced have an inline 6-cylinder engine. Interior aspects were also similar, as the chassis code “A”.

Along with the name and car Toyota also has its own logo for the Supra. It is derived from the original Celica logo, which is blue instead of orange. This logo was not until January 1986 when the Mark III Supra introduced. The new logo has a similar size, with orange letters on a red background, but without the dragon design. The logo, in turn, on Supras until 1991 when Toyota switched its current oval company logo. (The dragon logo was a Celica-logo, regardless what color it was. It was like the first two generations of the Supra, as they officially Toyota Celicas. The dragon logo was used in the Celica line, until it was discontinued put. )

Toyota Supra Mark IV (1993–2002)

Toyota Supra 1996

In 1998 Toyota Supra Sale ended officially ended in the United States and in 2002 Toyota Supra production in Japan.
As an iconic sports car, the Supra in numerous video games, movies, music videos and television shows have occurred. Some of the most remarkable phenomena is the Gran Turismo, Forza Motorsport, Need for Speed ​​and Midnight Club series of video games and 2001 film, The Fast and the Furious.

Toyota Supra Mark IV (1993-2002)

With the new model Toyota Supra has a great leap to a more serious high performance car. Again with the subframe, suspension and drive components from the Z30 Soarer (Lexus SC300/400), pre-production test model began in December 1992 with 1920 models, and the official series production began in April 1993. The new Supra was completely redesigned, with rounded body styling and two new engines on offer: an atmospheric Toyota 2JZ-GE producing 220 hp (164 kW, 223 HP) at 5800 rpm and 210 ° lb ft (280 N*m) at 4800 rpm torque and a twin turbo Toyota 2JZ-GTE making 276 hp (206 kW, 280 hp) and 318 ° lb ft (431 N * m) torque for the Japanese version.

Toyota Supra 1993 and Lamborghini

upgraded for the export model (America/Europe) Toyota Supra Turbo engine (smaller, steel wheeled turbochargers, bigger injectors, etc.). This performance increased to 320 hp (239 kW, 324 hp) at 5600 rpm and 315 ° lb ft (427 N * m) at 4000 rpm. The turbocharged variant could achieve 0-60 mph in as low as 4.9 seconds (0-62. 5.2 sec) and 1/4 mile (402 m) in 13.3 seconds at 109 mph (175 km/h). The turbo version has been tested to over 285 km/h (177 mph) reached all-stock, but the car is only 180 km/h (112 mph) elsewhere in Japan, and the limited 250 kmh (155 mph). European versions also had an air intake on the hood. Drag coefficient is 0.31 for the atmospheric and 0.32 for the turbo models and N/A’s with the rear spoiler.

Toyota Supra 1998

The Mark IV Supra turbo twin city in the sequential mode, unlike in parallel mode. Initially all of the exhaust system is connected to the first turbine for less delayed in transmission. This led to a larger and enhanced torque as early as 1800 rpm where they have 300 lb-ft of torque. Approaching 3500 rpm, a number of the second turbine for a “pre-boost” mode exhaust, even though none of the compressor output is used by the engine at this point. Approaching 4000 rpm./Min, the second turbo output are used to the first turbo’s output to complete. With respect to the parallel mode, but the sequential turbos faster low speeds and increased response speed increased. (The Mazda RX-7 Twin Turbo, with a sequential turbo setup, while the Nissan Skyline GT-R, 300ZX Twin Turbo and the Mitsubishi VR4 uses a parallel installation.) This increase was also on high speed with a technology that originally in Aided 7M-GE ‘s increase in the shape of the Acoustic Control Induction System (ACIS), the possibility of monitoring air compression pulses inside the intake pipes in power then.

Toyota Supra 1996

For this generation, the Supra a new 6-speed Getrag/Toyota V160 gearbox was on the Turbo models while the atmospheric models with W58 5-speed, doing revision compared to the previous version. Each model is offered with a 4-speed automatic transmission with manual shift mode. Turbo models equipped with larger brakes and tires as naturally aspirated. All vehicles with five-spoke aluminum wheels and a space-saving spare wheel mounted on steel wheels to save weight and space. There are also other differences such as differential, headlight assemblies, throttle body, oil cooler.

Toyota Supra Interior

Toyota has taken the weight of the current model compared to the previous model reduction. Aluminium was used for the cover, Targa roof (if available), to cross, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic container and lid, gas injected rear spoiler and a single exhaust pipe. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was 200 pounds (91 kg) lighter than its predecessor. The base model with manual transmission had an empty weight of 3210 pounds (1460 kilograms). The sport is Roof 40 lbs (18 kg), while the automatic transmission added 55 pounds (25 kg). It was a 51:49 (front: rear) weight distribution. The turbo model came as 3,417 pounds (1,550 kilograms) with the manual and the automatic update for another 10 lb (4.5 kg). Weight distribution of 53% front/47% behind. Among other Japanese two-seater sports car of that time was heavier than the spartan Supra Mazda RX-7 chassis and aluminum Acura NSX, but weighs less than the Nissan 300ZX Turbo and the Mitsubishi 3000GT VR4.

Toyota Supra Engine

For 1996 model year in the U.S., the turbo model with automatic transmission due to the OBD-II certification requirements. The Targa roof is standard on all Turbo models. return for the year 1997, the manual for the optional engine along with a redesign of the rear lights, headlights, front bumper, chrome wheels and other small changes, such as radio and steering wheel designs. All 1997 models included badges that “limited edition 15-year anniversary,” she said. All turbo models came with standard rear spoiler. Only a small update was done for the year 1998. Together with a 3-spoke steering wheel, the radio was again revised. (5hp 4kW) * and 10 ft lbf (14 N*m) of torque of the naturally aspirated engine with VVT-i, which improves performance increased by 5 horsepower. In Japan, the turbocharged engine with VVT-i is installed. The SZ-R model was the introduction of a six-speed Getrag gearbox V161, same for the twin turbo RZ models used to date.

Toyota Supra Chassis

Toyota Supra Chassis

The stock Mark IV Supra chassis has also proven an effective platform for road racing, including a number of top 20 and top 10 in a round of America SSGT1 class. Despite its curb weight, in 1994, the Mark IV was a remarkable skidpad rating of 0.95 lateral g’s (200 m) or 0.98 lateral G’s. (300 m)  Mark voted IV Supra from a four-sensor four-channel ABS tracks with yaw control whereby each caliper is sensored and the brakes are controlled individually depending on the speed, angle and pitch of the approaching corner. This unique Formula One inspired braking system allowed the Supra Turbo to record at 70 mph (110 kph) -0 stopping distance of 149 feet (45 m) studied the best braking performance of a production car in 1997 Car and Driver magazine. This record was finally broken in 2004 by 3 feet (0.91 m) of a Porsche Carrera GT.

Sales to Canada ended in 1996, and the United States in 1998. The turbo was not in the year 1998 available in CARB states. Production continued in Japan until August 2002 to stop due to restrictive emission standards.

Toyota Supra Video Review

Toyota Supra Specification Summary

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There are three Ariel Atom incarnations to date: Ariel Atom Ariel Atom Ariel Atom 2 and 3 The current model is the Ariel Atom 3, which even the strongest of the three. Ariel has also announced a performance RS model with a motorcycle-derived 500 bhp (373 kW, 507 HP V8 ).

The Ariel Atom is unusual in that it is monocoque – the chassis is clearly visible from the outside – and therefore lacks a roof, windows and other features usually found on the street cars. It incorporates a wide range of engines available to the top of the range is a supercharged Honda Civic Type-R K20 and a supercharged 2.0-liter, 300 hp (220 kW) Honda engine iVTEC. Each of these engines can reach a speed of 0-60 mph in 2.7 seconds. Although the maximum speed of 140 mph (230 kph) -150 mph (240 km / h) is relative to exotic sports cars to tame in comparison, the high power to weight ratio (500 PS / tonne or 650 hp / ton supercharged) offers a very rapid acceleration and low weight, excellent control when cornering.

The Ariel Atom

The Ariel Atom was also used (unofficially) by Wright Speed Inc. as a base vehicle with the prototype of the electric trolley for a completely new production vehicle that Wright velocity is raising funds to build. The Atom-based prototype, called X1, also has a quick acceleration, reaching 60 mph (97 km / h) in 3 seconds.

The nuclear project began as a student of Coventry University transport design student, Nik Smart. then as the LSC (light-weight sports car) is known, was developed at the University in 1996 with input and funding from various automotive industry members, including British Steel and TWR. Ariel Motor Company boss Simon Saunders was a lecturer who is responsible for the project is primarily a financial manager and design critic for Smart, which he calls “have the best all-around design student I have ever seen.” The car was first publicly shown at the British International Motor Show at the NEC in Birmingham in October 1996.

Ariel Atom Technical data

• 0-60 mph (manufacturer claim) 2.9 seconds
• Maximum speed: 140 mph, 225 kph (155 mph, turbocharged 249 km / h)
• Power: 245 hp (183 kW, 248 HP) at 8200 rpm (300 hp supercharged)
• Torque: 210 N min ⋅ m (150 ft • lbf) @ 6100 rpm
• Weight: 456 kg (1005 lb)
• Transmission: six-speed with Reverse Honda
• Price: € 30,000 / £ 45,000 supercharged engine (cost U.S. $ 49,980 base price is)
• Engine: Honda K20A1 2.0L, 4 cylinder i-VTEC
• Manufacturer: Ariel Motor Company Ltd
• Length: 3,410 mm (134 inches)
• Width: 1,798 mm (70.8 inches) / 1828 mm (72.0 inches) with 225 tires
• Height: 1,195 mm (47.0 inches)
• Track: 1,600 mm (63 inches) front and rear
• Wheelbase: 2,345 mm (92.3 inches)
• Designer: Nik Smart

The nuclear suspension setup was tuned by Lotus Engineering. Edmunds Inside Line notes that “every ridden a selection of tuned cars like the Lotus Elise, Aston Martin Vanquish and the Opel Speedster, a joint statement or a signature is, and it is replicated in the atom. [4]
The nuclear suspension is derived from a single seat racing car and is fully adjustable and require just one key. Front and rear double wishbone unequal length and inboard motors, linkages, valves, contributing to dynamic racecar-like handling of the atom. Adjustable suspension rod ends feature to promote inner rubber-metal bushings to ride a more convenient way. The front and rear Bilstein shocks are also adjustable. Stacked light and heavy springs produce a low spring constant for small deformation and a higher rate for adults.

In 2005, Track and Race Car magazine the results of a comprehensive examination of a number of cars appeared on the Porsche 911 Carrera S, Ford GT, BMW M5 to the Caterham CSR 260th The Supercharged Ariel Atom 1 won the 0-100-0 mph test by a wide margin reached 100 mph (160 kph) and then stop in 10.88 seconds, before the Caterham CSR 260 (11.41) and the Ford GT in 4th (13.17).
The following year, the atom has won Autocar 0-100 mph challenge as the new Ariel Atom 2 300 bhp supercharged version reached a time of 6.86 seconds, and then stopped at 100 in 3.8 seconds.

Ariel Atom Video Review by Top Gear BBC

The Ariel Atom is the fastest way inside the car. During the National Exhibition Centre in Birmingham the Atom broke the indoor world speed record. The high-gloss floor that the cars ran only 220 meters long with an open door at the end of the hall. The driver of the Atom launched in fourth gear and still had wheel spin, until the car reaches 70 mph (110 km / h) and began to gain traction. The atom was beaten only by a Grass Car class 9 car battery cord from a 2.0L Lexus / Toyota Motor Touring in the official indoor speed record, beating the previous record of a Toyota kept F1 car driven by top powered Gear The Stig.
The British newspaper The Sunday Times measured the time from 0 to 60 km taken (97 kph), was 2.89 seconds, making it the world’s third fastest accelerating production car will be available after the $ 1,300,000 1001 hp (987 bhp) Bugatti Veyron which reaches 0 to 60 mph (97 kph) in 2.46 seconds and the Ultima GTR, the 60 mph (97 kmh) achieved in 2.6 seconds, test in 2005.

Ariel Atom 500

Announced in February 2008, latest model Ariel Atom, the Ariel Atom 500th Designed it has a 500 horsepower 3.0-liter Russell Savory V8 engine (also planned to used in the Caterham 7 RS), carbon fiber body panels and wings, chromoly aerofoil wishbones, integrated function steering wheel, Alcon four-piston brake calipers and Dymag magnesium wheels. The engine weighs only 90 kg and is equipped with a 6-speed sequential gearbox Sadev in connection with the hike in the power of the Honda unit to overcome. In developing the RS-motor performance was given by a unit of Hartley established company replaced the final production version of the 550 kg Car 900 hp per ton.

Ariel claims this version is from 0-60 mph acceleration in “less than 2.3 seconds,” making it the fastest accelerating production car in the world, how true.
Ariel will produce only 25 this year, prices are expected to be at least $ 160,000.

Ariel Atom Specification Summary

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For the first time, Ford Mustang GT500 Shelby is going to an all-aluminum version of the 5.4-liter supercharged V8 that was in the 2010 GT500. This new engine is good for a 102 lb weight decrease, as well as 10 horsepower bump over the outgoing model — putting total output at 550 horsepower and 510 lb-ft. of torque.

One piece of technology that helped to make this muscle car a little slimmer was the addition of a Plasma Transferred Wire Arc cylinder lining. This Ford-exclusive technology is being applied for the first time, and helps to reduce weight by 8.5 pounds while also reducing friction within the piston rings and cylinder bores by coating the inside of the cylinder bores with special nanoparticles. Ford also says that this new technology will provide for better durability and improved heat transfer.

Ford Mustang GT500 Shelby

For model year 2010, the Ford Mustang GT500 Shelby with the base Ford Mustang was redesigned. How 2007-09 GT500, 2010 The energy that includes unique front and rear bumpers, hood with functional air vents and a unique rear spoiler.

The rear spoiler consists of a functionally Gurney flap. In addition to new exterior colors, The energy that customers have the possibility of extending the road stripes on the seats.

The 5.4 liter engines performance oorlog ft to 540 pk (403 kW) and 510 pond * (690 N * m) draaimoment similar with the addition of a Cold air intake increases the 08/09 GT500KR and includes knock sensor to shooter when the engine lower octane is used. The 2010 GT500 fuel consumption by 2 miles per gallon increased.

The energy that the Coupe SVT again voted and worked with Goodyear to 19 suspension “tires with new construction, compound and tread pattern. The coupe of the 19″ wheels are for a reduction of the unsprung masses forged. The energy that kept the convertible 18 “GT500 wheels offered 2007-09.

Ford Mustang GT500 Shelby 2011

The energy that similar to 2011 GT and V6 Mustangs, receives the 2011 Ford Mustang GT500 Shelby an engine update with a new all-aluminum 5.4 liter engine which 102 kilos lighter than cast iron engine and the recent The energy that Ford uses patented plasma coating technology. The engine updates, hoed not only improved performance to 550 hp and 510 ft.lb. The energy that GT500 Draaimoment improved gas mileage enough to eliminate the VS-gas guzzlers tax.

Ford also improved the flight characteristics of the GT500. The general attitude of the car by 11 millimeters in front and 8 millimeter cut on the rear axle. The car also has Ford’s new Electric Power Assist Steering (EPAS) to improve draaimoment-up and the feeling road that provides faster and more precise control, increased efforts on the track or twisty roads and reduced effort in Laag-speed parking .

The car also has Ford AdvanceTrac stability control.
External improvements include an optional SVT Performance Package, the Goodyear EagleF1 SuperCar G: tuned 2 tires, complete new 19-inch lightweight forged-aluminum wheels in the front and new 20-inch forged aluminum wheels in the rear, 3.73 rear axle ratio, performance front and rear bumpers, along with stiffer springs.

The package includes a unique rear wing Gurney flap loss for improved using a slightly revised front and rear fascias, a new pedal box for a better clutch, slotted brake dust shields for improved cooling of the brakes, standard HID (High Intensity Discharge) headlamps, mykey programmable car keys, built-in spotter mirror and fold-down rear head restraints. Is optional: glass roof, The energy that previously AB 2009 with the Mustang GT.

Ford Mustang GT500 Shelby Video Review with TopGear BBC

The improvements in handling and performance is the 2011 Ford Mustang GT500 Shelby Skidpad a vote of 1.0G and Virginia International Raceway lap time of 2:58:48, dus zo it quickly, and sometimes more quickly than cars like the M3, Audi R8 V10 Dodge Viper SRT-10 and Porsche GT3 around this racetrack.

Ford Mustang GT500 Shelby Future Muscle Car also see Camaro VS Mustang VS Challenger

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The Bugatti Veyron Interior

The Bugatti Veyron Known as The Fastest Car in The World with an average speed of 431.072 km / h (miles 267,856 hours

The Veyron two seats in extended style. The interior is almost completely wrapped in leather – the dashboard, seats, floor and sides are all leather. Only a few tools and pieces of cut metal to break the learning experience.

The car also surrounds the passengers with any type of electronic features, including a remarkable stereo, navigation system, etc.

Is this all worth one million U.S. dollars? Who knows. But no matter, the Veyron is a remarkable technical achievement.

The Veyron is still likely to represent the end of the car spectrum for some time. Creating a much faster by car will need more weight, and gives you more power to the wheels. The added weight means of diminishing returns in power to weight domain. Extra power means more wheelspin.

Check out a Champ Car and consider how radical its appearance is compared to a car. Consider also that a Champ Car is not much faster than the Veyron. The Veyron probably approaches the outer limits of the car decks, and we are probably much to see the Veyron in terms of performance.

Bugatti Veyron Speedo Meter, Up to 420 km/hours

Bugatti Veyron High Quality Leather White interior

Bugatti Veyron Brown Leather Interior, Sporty Elegant

Bugatti Veyron Interior Black Leather, Sporty Elegant

Bugatti Veyron Interior Red Leather, Hot Sexy Elegant interior

The Bugatti Tan Brown interior

Lets take a look Bugatti Veyron interior in Video version:

Even the Bugatti Veyron Tires are unique.

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The car was the first automotive manufacturer, redesigned in eleven years and the first in the possession of the German automobile manufacturer Volkswagen. The Lamborghini Murcielago was of the Peruvian-born Belgian Luc Donckerwolke designed Lamborghini’s chief designer of 1998 to 2005. A roadster version of the car was introduced in 2004, followed by the updated LP 640 Coupe and Roadster and LP 650-4 Roadster. The recent development of the model is the SuperVeloce LP 670-4, a highly tuned version is expected to be the last iteration of the Murcielago plate before the model is replaced in early 2012.

Lamborghini Murcielago

Following the tradition of Lamborghini cars give their names from the world of bullfighting, the Murcielago, after a bull that survived 28 sword strokes in an 1879 battle against Rafael “El Lagartijo” Molina Sanchez, Coso de los Califas named arena in Cordoba, Spain. Murcielago fought with such passion and spirit that the matador, for his life, wanted to live to save a rare honor. The bull, who came from the farm of Joaquin del Val di Navarra and later as a gift to Don Antonio Miura, a well known local farmer put so began the famous Miura line of fighting bulls, the name of one of the first view of the great Lamborghini cars .

About Lamborghini Murcielago

Lamborghini Murcielago is the Spanish name for the bat. The word is pronounced [murθielaɣo], a voiceless dental fricative (as in English) is spoken in Castilian Spanish in most of Spain. But the Italian car manufacturers often use the south of Spain and Latin American Spanish pronunciation [mursjelaɣo], a sound.

Lamborghini Murcielago Engine

The standard Lamborghini Murcielago LP640 has been a rocket. With a monstrous 6.5-liter V-12 produces 632 horsepower, we clocked the 4060-LB-coupe at 3.2 seconds to 60 mph in a recent comparison test. At that time, trails only the 2.5-second sprint of the Bugatti Veyron 16.4 between the cars we’ve recently tested, and the LP670-4 SV, this gap. Besides weight loss, the power has pushed to 661 hp. Lamborghini says that the SV will catapult to 62 km / h in 3.2 seconds, a 0-to-60 mph in 3.0 seconds may be within reach.

The V-12′s max power at 8,000 rpm reached when all 487 pounds-feet of torque at 6500 rpm available. The increased power comes from a modified intake manifold, valve train, and optimization of the increased valve lift, “said the Italian carmaker. Customers will be its six-speed manual transmission or automated e-gear gearbox choose.

Lamborghini Murcielago Top Gear Review BBC

Lamborghini Murcielago Detail Specification :

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The Ascari A10 is a car from the British company Ascari Cars, which was designed by Dutch millionaire Klaas Zwart made. It is a road-going development of the KZ1-R GT race car currently contesting the written Spanish GT Championship with two cars of ex-Formula One designer Paul Brown. It is the third street car manufactured by the company, shouldin accordance with the Ecosse and the KZ1 , with theA10 to the 10th To commemorate the anniversary of the company.

The Ascari A10 is produced with a modified 5.0 liter BMW V8 engine 625 hp (466 kW), delivered via a sequential six-speed manual transmission, available with a normal manual transmission as an option. The A10 shares the same basic carbon-fiber chassis as the KZ1, with all-new bodywork and racing-derived suspension. Despite the addition of an FIA-spec roll cage and the fire extinguishing system, the removal of soundproofing and such luxuries as air conditioning and a stereo system contributes to the A10′s relatively light weight of 1,280 kg (2822 lb).

British Sports Cars The Ascari A10

The company plans to hand-Set 50 A10SE at its Banbury, England assembly plant, at a price of around £ 350,000 (U.S. $ 650,000) each.

Watch British Sports Cars The Ascari A10 Review by TOPGEAR

Main Review: As Clarkson has been told by the producers that he is not allowed to test any more supercars for the rest of the series, he decides to review the Daihatsu Materia hatchback alongside a “close” rival – the new Ascari A10. He says the Daihatsu is far more practical and economical, but it is too boring around the corners and is nowhere near as fast as the Ascari. Clarkson then announces that he prefers the A10 and its engine tone. The Ascari goes round the track faster than the Koenigsegg CCX with a time of 1:17.3, taking it to the top of the Power Lap board.

British Sports Cars The Ascari A10 Detail Specification :

• Engine: 4,941 cc (302 cu in) V8
• Power: 625 bhp (466 kW; 634 PS) @ 7500rpm
• Torque: 413 lb·ft (560 N·m) @ 5500rpm
• 0-60 mph (0–97 km/h): 2.8 sec
• 0-100 mph (0–160 km/h): 5.8 sec
• 1/4 Mile (400m): 10.8 seconds at 138 mph (222 km/h)
• Top Speed: 215 mph (346 km/h)

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The Caparo T1 is a British mid engine, rear drive, two-seater car from Caparo Vehicle Technologies, design director Ben Scott-Geddes and Graham Halstead engineering director, engineers, built the set earlier in the development of the McLaren F1 involved. The T1 was inspired by Formula One design, and should be relatively affordable street legal race car. The T1 was planned for production in mid-2007 at a price of GB £ 235,000 (approximately U.S. $ 480,000 or € 328,000, c.2007), with about 25 cars per year worldwide.

The T1 has a dry weight of 470 kilograms (1000 pounds), a total length of 4066 mm (160.1 in), a total width of 1990 millimeters (78 inches), a total of 1076 millimeters (42.4 inches) and a wheelbase of 2,900 millimeters (110 mm). It has a tank capacity of 70 liters (18 U.S. gal).

Caparo T1 Exterior

The exterior of the CaparoT1 is similar to that of a racing prototype or Formula One race car. It features a carbon fiber aerodynamic body low drag design, from individual sections assembled with an adjustable twin element front wing, rear wing single element, and Fowler flaps and a ground effect diffuser, so as to provide kilograms to 875 (1,930 lb) Output at 240 km per hour (150 mph). The wings are replaceable with road and track variations.

Caparo T1 Interior

The interior of the Caparo T1 is a two-seat configuration, no amenities and luxuries to reduce excess weight. The passenger seat is back from the driver’s seat easily set so that the seats are placed close together, making the total width of the T1. Be offered a head-protection system, six-point harnesses for driver and passenger, compatible with a HANS device, and is designed with a central safety cell of a high-strength steel roll bar with a fire system. The instrument panel is multi-function racing data collection and speed sensors for traction control and launch control.

Caparo T1 Chassis

The chassis of the Caparo T1 is a monocoque carbon fiber and aluminum honeycomb composite with a front crash structure and a rear tubular space frame construction together. The suspension consists of a double-wishbone design with adjustable front and rear stabilizers, and five-way adjustable dampers race. The braking system consists of 355-millimeter along (14.0 in) steel brake discs with six-piston and four-piston calipers front and rear, respectively. The brake control pedal box is fully adjustable and brake pads are available in various connections. The wheels are made entirely of aluminum with 10-inch 18-(250 by 460 mm) and 11-by-19-inch (280 x 480 mm) front and rear, each with Pirelli P Zero Corsa tires. Magnesium 10-by-18-inch (250 by 460 mm) and 11-by-18-inch (280 by 460 mm) front and rear wheels, each with Pirelli slick and wet track tires are available as optional equipment.

Caparo T1 Power Train

The Caparo T1 sports a 116-kilogram (260 lb), 32-valve, 3496-cubic inch (3.5 L), all-aluminum, naturally aspirated, Menard V-8 engine with cylinder mounted under 90 ° and lubricated by a dry-sump lubrication oil system. The engine has gone through several drafts, previously with a smaller 2.4-liter supercharged engine unit. The production design generates a maximum power of 575 hp (429 kW, 583 HP) at 10,500 rpm and maximum torque of 310 pound-feet (420 N * m) at 9,000 revolutions per minute, giving the car a power to weight ratio of 1,223 bhp per tonne (912.8 kW / t). In addition, the engine has been reported to successfully achieve the 700 hp (520 kW, 710 hp). The power on methanol fuel cells The engine has a fully adjustable Pectel SQ6 engine control unit is controlled and the gas is controlled by a throttle-by-wire system.

The Caparo T1 is a 6-speed sequential gearbox from a magnesium and carbon construction, which has a variety of available translations and uses made to relocate a pneumatic actuator, capable of 60 milliseconds in high-and down-shift in 30 milliseconds. In addition, the drive is a limited-slip differential and equal length hollow tripod driveshafts.

Caparo T1 Performance

The Caparo T1 has an estimated top speed of 205 mph (330 kph) on a low downforce setup. From the state has an estimated 000-100 kilometers per hour (0-62 mph) time under 2.5 seconds and to 160 kilometers per hour (99 mph) in 4.9 seconds, depending on tire setup. It is also capable of an estimated lateral acceleration of up to 3 g and braking deceleration of 3 g, depending on the tire setup.

Caparo T1 Reviews

On 11 November 2007 exceeded the Caparo T1 of the Top Gear Power Board leaders of the time of 1:17.6, then held by the Koenigsegg CCX, with a time of 1:10.6. Immediately after the stated time and put it on the Power Board, moderator Jeremy Clarkson from the record because they do not meet the show’s rule, that the car has to go over a speed bump. However, Ben said Scott-Geddes of Caparo, that “the model we were Top Gear delivered one of our final engineering vehicles without adjustable ride height and electronic active driver control systems, which are standard on our production models, when the driver the option.” Road “- setting the car more manageable in slower speed conditions and ground clearance fully adjustable to bring the car to 90 mm spacing so that there is more than capable of driving over speed limit. “

When driving the Caparo, Clarkson stated, limited aerodynamic downforce at low speeds produced. As a result, the car had low lateral traction during cornering, if not drive fast. Aerodynamically, this vehicle is such that air, which “pushes” laid over the body at high speeds the vehicle from the street (allows higher cornering speeds). He criticized the handling suggests that if the car was better on corners and bends in the track at higher speeds than at lower speeds in the wet or cold road surface to deteriorate the slow speed handling would continue.

British Sports Cars The Caparo T1 Specification Summary

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