Showing posts with label Honda History. Show all posts
Showing posts with label Honda History. Show all posts
Friday, July 15, 2011
Monday, August 30, 2010
Honda takes green commitment to RP
Honda has undertaken worldwide efforts in protecting the environment and Honda Cars Philippines, Inc. (HCPI) carries the same green commitment.In marking its 20th year of operations in the country this October, HCPI is celebrating 20 years of providing fun-to-drive and environment friendly vehicles.
Voltaire Gonzales, Vehicle Sales and Corporate Communications Head of HCPI, said there are over 239,200 Honda patrons in the country today.
HCPI recently staged a four-day exhibition during the 3rd Philippine international Motor Show held at the World Trade Center to highlight is commitment to preserve the environment. The exhibit theme was "Blue Skies for our Children."
Honda has taken conservation measures as early as 1960s. In 1966, Honda Motor Co., Ltd. Founder, Soichiro Honda once said, "Leave blue skies for our children." This has been Honda’s longstanding commitment for more than four decades now.
The display put up Honda’s ecologically sound technologies that remain true to its promise. It featured the latest in Honda’s roster of cars: the Honda City, Jazz, Civic, CR-V and Accord.
All powered by the ingenious i-VTEC engine, Honda vehicles make the most out of every drop of fuel by adjusting valve timing and valve opening combination to pump in fuel as needed only.
Apart from fuel efficiency, Honda vehicles are also engineered to release less harmful emissions.
Honda is the only local manufacturer that reaches EURO 4 levels for all its model line-up, even if Philippine regulations only mandate EURO 2 compliance. EURO 4 standards translate to approximately 56 percent reduction in harmful emissions as compared to EURO 2 standards.
To date, almost 82,000 Honda units with EURO 4 levels have already been sold and ply Philippine roads.
Lessons learned from the CVCC (Compound Vortex Controlled Combustion) engine technology, the first engine to meet the almost then impossible emission standards of the 1970 US Clean Air Act, have paved the way in the development of Honda’s new products and technologies which set the standard in mobility and environmental conservation.
In improving fuel efficiency and reducing carbon footprint, Honda recognizes hybrid as the most practical technology at the moment. Honda’s original Insight introduced in 1999 was the first gasoline-electric car sold in the US.
Using Integrated Motor Assist (IMA) technology, the gasoline engine serves as the main power source of the vehicle while the electric motor provides additional power as needed. Thereafter, other gasoline-electric powered models soon emerged like the Civic Hybrid and Accord Hybrid.
Last year, Honda introduced the all-new Insight. Boasting excellent fuel economy at an affordable price, the Insight is designed to pass on hybrid technology to the mass market. A year after, the CR-Z model was launched in Japan.
Source;
http://www.malaya.com.ph/08312010/auto2.html
Tuesday, May 18, 2010
Honda 2010 Digital FactBook
05/17/2010 - Torrance, CA -The 2010 Digital FactBook is an annual report which provides an overview of Honda's global operations as well as detailed historical and up-to-date information concerning Honda's sales, manufacturing and R&D operations in North America. This report includes a general chronology which highlights the significant milestones in Honda's corporate history.
The 2010 Digital FactBook includes the following:
-Corporate directory of key locations and contacts by region
-Overview of worldwide operations, sales network and 2008 production
-Overview of North America (N.A.) operations and subsidiaries
-History of Honda/Acura vehicle introductions in the U.S., Honda/Acura vehicle and industry sales data for N.A.
-List of N.A. manufacturing facilities and information on automobile, motorcycle and ATV/PWC production
-Summary of N.A. R&D/Engineering facilities
-Summary of exports of N.A. made Honda products
-Overview of South America operations, subsidiaries, manufacturing facilities and R&D centers
-Overview of Europe/Middle East/Africa operations, subsidiaries and manufacturing facilities
-Overview of Japan operations, subsidiaries, R&D centers and manufacturing facilities
-Overview of Asia/Oceania operations, subsidiaries and manufacturing facilities
-Overview of China operations, subsidiaries and manufacturing facilities
-Chronology of corporate milestones
Here is a link to the fact book in pdf format;
Saturday, January 2, 2010
NY Times: Honda’s Cache, Private for Now
UNSEEN In an unmarked warehouse, American Honda has a small collection of production models and racecars that have been part of its history in the United States
The collection includes an N600, the first Honda car sold in the United States, arriving in Hawaii in 1969 and on the mainland a year later. Americans didn't warm to the tiny dimensions and wimpy 599 cc engine of the N600, but the car has still earned a place in the company's holdings.
The dream of someday being able to showcase these vehicles is at least a year or two away from becoming reality. One of the questions that American Honda officials will face at that point is which vehicles to display.
A cutaway of the Honda Insight is displayed in front of a collection of other famed Honda powerplants.
The 1999 Honda Sprocket concept is one of about a half dozen former auto show design studies on display. 
A selection of Honda's early bikes is just a tip of the iceberg. Many more are stored on the other side of the rear wall.
There is also a replica of Honda's first American headquarters, which opened in 1959 in Los Angeles.
A 1997 Honda EV Plus, one of about 340 produced in the late 1990s.
Along one wall are Honda racecars from the IndyCar series.
AMERICAN HONDA does not have a corporate museum in the United States — not officially, anyway. But there is a carefully considered collection of Hondas tucked away in a warehouse a few blocks from the company’s headquarters here.
The trove came to light several years ago when officials from the Rose Parade — Honda is a longtime sponsor of the New Year’s Day tradition in Pasadena — were invited to view a few of the more interesting models in the warehouse. A Honda executive from Japan wound up joining the tour of the collection.
Its cover was blown.
The collection was started by a former executive of American Honda, Tom Elliott, who had put aside a sampling of models important to the company’s United States history, said John Mendel.
“The problem was, we kept turning up more and more significant models that we couldn’t let go of,” said Mr. Mendel, who succeeded Mr. Elliott as American Honda’s executive vice president for sales. “We just kept parking them in this warehouse. We kept expanding the warehouse. Pretty soon, we just ran out of room.”
The collection has grown to several dozen vehicles, including Honda racecars from the IndyCar series, a selection of motorcycles and, more recently, early examples of a Honda-made generator and an outboard motor. At least that’s what Honda will admit to, although many more vehicles could be seen in storage farther back in the building when an informal lunch for journalists was held there.
While the collection is not open to the public — there is not even a sign on the building — the space is used for company meetings and events. The dream of someday being able to showcase these vehicles is at least a year or two away from becoming reality. One of the questions that American Honda officials will face at that point is which vehicles to display.
Certainly they’ll reserve a place of honor for the Honda 50, or Super Cub, a spindly motorcycle powered by a 50 cc engine. That was the first vehicle Honda marketed in the United States, soon after it incorporated in 1959 and established American headquarters on Pico Boulevard in Los Angeles. (A replica of that storefront has been created in the collection’s warehouse space.)
The Super Cub is still being produced; Honda says that 60 million Cubs have been produced, making it the best-selling vehicle of all time.
The Cub was followed by bikes like the dual-purpose 250 Scrambler, famous for tackling the Baja California peninsula of Mexico. And of course there would be a spot for the original 4-cylinder CB750, which helped establish Japan’s credibility as a maker of modern superbikes.
“A lot of people don’t remember that Honda was first a motorcycle company,” Mr. Mendel said.
“Cars didn’t come along until sometime later.”
The collection includes an N600, the first Honda car sold in the United States, arriving in Hawaii in 1969 and on the mainland a year later. Americans didn’t warm to the tiny dimensions and wimpy 599 cc engine of the N600, but the car has still earned a place in the company’s holdings.
“The N600 started it all,” Mr. Mendel said. “It was full of innovative ideas that were applied to later models.”
It wasn’t until 1973 that Honda car sales took off, when the first Civic was introduced. Since then there have been many best-sellers, as Honda has grown to become one of the world’s premier automobile manufacturers.
“It will be easy to know which of the early models to include,” Mr. Mendel said. “But there will be a lot of discussion about which of the later models should be in there.
“Everybody has a favorite,” he added. “Unfortunately, there won’t be room for all of them.”
Source;
Monday, October 26, 2009
Canadian Driver: Honda Civic – 36 years in Canada
Alliston, Ontario, Honda Plant
By Paul WilliamsPhoto Gallery:Honda, Alliston, Ontario
While many vehicle models (and some manufacturers) come and go, the Honda Civic celebrates its 36th anniversary in Canada in 2009, where it has been an unequivocal success story.
The first year for Civic in Canada was 1973, with the company selling 747 1973 models here. Annual sales in Canada have risen to 72,463 Civics in 2008, at which time it was the best selling vehicle (cars or trucks) in the country. It was also the top-selling passenger car in Canada for the 11th consecutive year.
Another milestone, the five-millionth vehicle rolled off the assembly line at Honda Canada’s Alliston, Ontario manufacturing plant in April, 2009. Fittingly, it was a Honda Civic.
Honda Canada Manufacturing (HCM) has been a fixture in the Simcoe region of Ontario (about 100 kilometres north of Toronto) since 1986. It’s one of several Honda manufacturing facilities outside of Japan that the company has established over the past 30-plus years. It comprises two plants and a new engine manufacturing facility that opened in 2008.
Honda Canada Public Relations Manager Richard Jacobs says that even now, it comes as a surprise to many people that Honda Civics (both sedans and coupes) are built in Canada.
“And not only Civics,” he adds. HCM also builds the Acura MDX, CSX and ZDX, with 79 per cent of our output exported to the United States.”
Operating at full capacity, HCM builds 390,000 vehicles in Alliston annually, and 200,000 four-cylinder engines. In 2008 Honda was the second largest builder of combined cars and trucks in Canada, employing 4,500 Associates. The facility sources parts from 268 North American suppliers, of which 21 per cent are Canadian.
Visitors to HCM will immediately notice that plant associates (workers) all wear the same simple white uniforms (jacket and pants). In fact, every employee at HCM wears the uniform, including senior management (Jon Minto, Vice President of HCM, addressed our group our group of invited journalists while sporting the same corporate whites). The egalitarian theme extends to the parking lot, where there are no executive spaces, and to the cafeteria, which all employees use. Senior management, therefore, are regularly accessible to workers in the day-to-day operation of the plant.
On the shop floor, associates work in teams that perform a set of tasks as each vehicle moves along the assembly line. Team members rotate through the tasks every two weeks, which has the dual benefit of reducing boredom and increasing skills and experience.
Over the years, the vehicles that HCM manufactures have evolved dramatically. Back in 1973, for example, the Japan-built Honda Civic was powered by a four-cylinder, 1,200-cc engine that made 60 horsepower. The three-door hatchback car (there was no sedan) weighed a mere 640 kilograms and rode on 12-inch wheels.
By 1986, weight for the Civic Hatchback was up to around 800 kg, and the 1.5-litre engine made 90 horsepower.
At 1,200 kg, today’s Civic weighs almost twice as much as its 1973 ancestor, and is bigger in all dimensions than the (formerly) midsize Honda Accord of 1986. It uses a 1.8-litre four-cylinder engine that makes 140 hp and rides on 15-inch wheels (16 and 17-inch wheels are available). There is no Civic hatchback available in North America anymore, although auto writers look wistfully at the Type R GT 3-Door available in Europe, along with other interesting Civic variations that are not offered in Canada.
One thing that doesn’t seem to have changed is the design of those white uniforms. Functional as they may be, they appear to be the very same style as those worn by workers in Japanese plants 40 years ago. I think they could use an update.
Paul Williams is an Ottawa-based automotive writer and senior editor for CanadianDriver. He is a member of the Automobile Journalists Association of Canada (AJAC).
Source;
Tuesday, September 29, 2009
Honda Tuning: 1965 Honda S600 Roadster - Vintage Level
Piecing Together Honda's History
By Rodrez
Photography by Rodrez
Scott King's '65 S600 Roadster & S600 Coupe
As most Honda enthusiasts know, in 1999 Honda introduced the S2000 convertible in celebration of their 50th anniversary. The sporty roadster created a worldwide buzz, with many calling it an instant classic. What many don't know is that Honda had already created a topless roadster, some 35 years earlier.
In the late '50s, it was the Japanese government that dictated which companies would be allowed to produce cars, as well as what types of cars they'd be able to build. Rather than compete with current automakers' model types, Soichiro Honda set out to create a car that would inspire a new demand for something different. His theory would prove invaluable, as it caused quite a stir when the S360 was finally introduced to Japanese dealers. Usually reserved for emergency vehicles, the new offering was unveiled in a bright red hue that demanded attention. Though the S360 was never put into production, its predecessor, the S500, was available for purchase in Japan. In 1964, the S600 Roadster went into full production, and was made available in Europe, Australia, and Canada. As with many great Hondas, the U.S. market would never see the S600.
The S600 Roadster
Scott King of Palm Springs, CA, has always been a Honda fan. In fact, his first car, a '72 N600, was one of the first Hondas ever available in the U.S. "When I was just a kid, my older brother's friend Greg spent a dollar on a raffle ticket and was the lucky winner of a brand new yellow N600. I was always fascinated by that car and continue to be to this day," he recalls. In May of 1995, King received word from a friend that a 1965 S600, in dire need of a full restoration, was calling his name from Pennsylvania. Most likely a Canadian model due to the left hand drive configuration, the car was quickly purchased, and it, along with all of its miscellaneous pieces strewn about in various sized boxes, was shipped to a friend's shop in New York. After some slight adjustments, the car fired up on the first try, even after being stored for over fourteen years. The car was shipped home to California where it would spend the next four years being painstakingly brought back to showroom condition. Parts had to be sourced through Honda gurus and newfound "S" friends that might offer a piece here, or a part there. In order to get into every nook and cranny, the chassis was separated from the body for the rebuild. Koni adjustable shocks replaced the outdated stockers, and while the body received a fresh white coat, the entire frame was expertly powdercoated.
With the exterior up to par, attention was turned to the daunting task of completing the interior. A previous owner had re-covered most of the cabin, and King felt that a red interior was the only option for this classic Honda. Right hand drive S600 dashes are scarce, and left hand drive S600 dashes are essentially non-existent. A specialist was hired to recreate the original dash and preserve the car's authentic feel. In late 2002, after years of searching, waiting, and countless hours of wrenching, King's '65 S600 was finally complete, and ready for the road. He adds "It's really hard to believe that this was once just a rusty heap. I had a lot of fun and frustration restoring the car, made a lot of new friends and learned many new things. But to be honest, I wouldn't say I was itching to start a similar project any time soon." Famous last words.
For the rest of the article, follow this link (more pic's too);
http://www.hondatuningmagazine.com/features/htup_0910_1965_honda_s600_roadster/japanese_classic_car.html
By Rodrez
Photography by Rodrez
Scott King's '65 S600 Roadster & S600 CoupeAs most Honda enthusiasts know, in 1999 Honda introduced the S2000 convertible in celebration of their 50th anniversary. The sporty roadster created a worldwide buzz, with many calling it an instant classic. What many don't know is that Honda had already created a topless roadster, some 35 years earlier.
In the late '50s, it was the Japanese government that dictated which companies would be allowed to produce cars, as well as what types of cars they'd be able to build. Rather than compete with current automakers' model types, Soichiro Honda set out to create a car that would inspire a new demand for something different. His theory would prove invaluable, as it caused quite a stir when the S360 was finally introduced to Japanese dealers. Usually reserved for emergency vehicles, the new offering was unveiled in a bright red hue that demanded attention. Though the S360 was never put into production, its predecessor, the S500, was available for purchase in Japan. In 1964, the S600 Roadster went into full production, and was made available in Europe, Australia, and Canada. As with many great Hondas, the U.S. market would never see the S600.
The S600 Roadster
Scott King of Palm Springs, CA, has always been a Honda fan. In fact, his first car, a '72 N600, was one of the first Hondas ever available in the U.S. "When I was just a kid, my older brother's friend Greg spent a dollar on a raffle ticket and was the lucky winner of a brand new yellow N600. I was always fascinated by that car and continue to be to this day," he recalls. In May of 1995, King received word from a friend that a 1965 S600, in dire need of a full restoration, was calling his name from Pennsylvania. Most likely a Canadian model due to the left hand drive configuration, the car was quickly purchased, and it, along with all of its miscellaneous pieces strewn about in various sized boxes, was shipped to a friend's shop in New York. After some slight adjustments, the car fired up on the first try, even after being stored for over fourteen years. The car was shipped home to California where it would spend the next four years being painstakingly brought back to showroom condition. Parts had to be sourced through Honda gurus and newfound "S" friends that might offer a piece here, or a part there. In order to get into every nook and cranny, the chassis was separated from the body for the rebuild. Koni adjustable shocks replaced the outdated stockers, and while the body received a fresh white coat, the entire frame was expertly powdercoated.
With the exterior up to par, attention was turned to the daunting task of completing the interior. A previous owner had re-covered most of the cabin, and King felt that a red interior was the only option for this classic Honda. Right hand drive S600 dashes are scarce, and left hand drive S600 dashes are essentially non-existent. A specialist was hired to recreate the original dash and preserve the car's authentic feel. In late 2002, after years of searching, waiting, and countless hours of wrenching, King's '65 S600 was finally complete, and ready for the road. He adds "It's really hard to believe that this was once just a rusty heap. I had a lot of fun and frustration restoring the car, made a lot of new friends and learned many new things. But to be honest, I wouldn't say I was itching to start a similar project any time soon." Famous last words.
For the rest of the article, follow this link (more pic's too);
http://www.hondatuningmagazine.com/features/htup_0910_1965_honda_s600_roadster/japanese_classic_car.html
Monday, August 3, 2009
Friday, April 17, 2009
Original Honda Beat Information
With all this talk about the Honda Beat making a 'comeback' (don't know if this car would be destined for North America or just Japan like the original), I thought I'd do some digging in to the Original Beat.
The Honda Beat is a small sportscar, that fits the regulations of a keicar. It is a convertible and has a midengine. The production began in May 1991 and finished in February 1996. The total number of cars produced was around 33,600. Most of the production (around 2/3) occurred in the first year, and then production and sales reduced drastically. There were two different models of Beat (PP1-100 and PP1-110), although there were a couple of different limited edition versions as well. Variations on the first model were just cosmetic updates. Only the second model had any real mechanical differences. All cars were offered with the option of a drivers-side airbag. In typical Honda Fashion, the Beat's engine did not utilize a turbocharger or supercharger. The 660 cc engine was modified with the MTREC system, which included one throttle valve for each of the 3 cylinders, to produce 64 horsepower (48 kW). Only manual transmission was available. The MTREC design will filter down to the 1993 Honda Today keicar. The Beat is part of a wave of keicar-sized sports cars in the late 80s -- its competitors included the Suzuki Cappuccino and Mazda's Autozam AZ-1. Together they predicted the arrival of the Smart Roadster over a decade later, while Japan wouldn't see a new model of the genre until the recent Daihatsu Copen.
Source;
http://www.hondabeat.dk/
The Honda Beat is a small sportscar, that fits the regulations of a keicar. It is a convertible and has a midengine. The production began in May 1991 and finished in February 1996. The total number of cars produced was around 33,600. Most of the production (around 2/3) occurred in the first year, and then production and sales reduced drastically. There were two different models of Beat (PP1-100 and PP1-110), although there were a couple of different limited edition versions as well. Variations on the first model were just cosmetic updates. Only the second model had any real mechanical differences. All cars were offered with the option of a drivers-side airbag. In typical Honda Fashion, the Beat's engine did not utilize a turbocharger or supercharger. The 660 cc engine was modified with the MTREC system, which included one throttle valve for each of the 3 cylinders, to produce 64 horsepower (48 kW). Only manual transmission was available. The MTREC design will filter down to the 1993 Honda Today keicar. The Beat is part of a wave of keicar-sized sports cars in the late 80s -- its competitors included the Suzuki Cappuccino and Mazda's Autozam AZ-1. Together they predicted the arrival of the Smart Roadster over a decade later, while Japan wouldn't see a new model of the genre until the recent Daihatsu Copen.Source;
http://www.hondabeat.dk/
Wednesday, February 4, 2009
The History of the NSX
Found a really good article for all of you NSX fans out there....
By Steve Neil
JDMGTR
Welcome to part one of my history of Japanese sports cars. I thought I’d begin with a car that started out as a great superpower in the world of exotics, and ended as a victim of poor marketing and even poorer decisions.
The Honda NSX (AKA the Acura NSX in the US) was heralded as a Ferrari killer of its time. It had nowhere near the power of most of the German and Italian supercars. However it did have the comfort, handling, low weight and reliability that most of them lacked. It was a truly amazing piece of machinery, one that brought back the essence of sports cars, where the driver’s pleasure was the number one priority.
It wasn’t so much what Honda brought to the table, as how Honda smashed the table down to the floor.
In mid 1987 Honda was in the middle of a financial crisis that was crippling the world. They had just signed a contract with Mclaren’s F1 team to join the Formula One drivers championship for 1988, and the President of Honda wanted a car made to celebrate the contract. A chassis design from 1986 (by Pininfarina) was to be used, and Takeo Fukui assigned Shigeru Uehara to make a car that weighed less then the current Ferrari 328 GTS, which produced more horsepower. It needed to handle better, and it needed to look just as good. The Uehara set out on his task, but his work was about to be shot down…
In early winter of 1987, he came back with the designs. He had high hopes, with a mid mounted V6 and a beautiful body. While he was quite pleased with his work, Takeo Fukui was not. He had insisted first and foremost that the new car be lighter, but it ended up being heavier than even the Mondial, as Shigeru Uehara had decided to use fiberglass for the main components. Fukui sent Uehara back again, and aluminum was chosen instead, as it weighed less. The only drawback was its durability.
By mid 1988 the car was ready. When it was unveiled, it wasn’t even really that groundbreaking, and nobody took it seriously. That is, until the test drives started.
With 280 horsepower from a tiny V6 in the back, and even less weight then the newly introduced 348 from Ferrari, the car was garnering rave reviews. Opinions were at first mixed on the design of the car, but they quickly softened due to the 348’s oddly proportioned body, in comparison to the NSX’s smooth lines.
It featured a black greenhouse and pop-up headlights, as well as a great sound system and a polished leather interior. It didn’t sputter, or spat, and with a 0-60 time of a little over 5 seconds, it was awfully good for the day. It handled better then any contemporary Ferrari or Lamborghini, with even Gordon Murray saying it was his inspiration for the legendary McLaren F1.
By 1992, Honda had hit success with NSX. It was marketed around the world, and it was pushing boundaries in driver enjoyment. Honda, however, wanted to up the ante, and decided to hit a home run with the NSX-R. This R moniker was suggestive of the car’s racing heritage, and all the things that you had thought you’d known about the NSX were thrown right out the window. The stereo was gone, as was the sound deadening that would hold it in place. Air conditioning was dumped, too, in favor of… well nothing. This is what made the NSX-R a true driver’s car. There was nothing to bother you, and nothing to distract you from the task of driving, and driving HARD (which the re-calibrated suspension was guaranteed to deliver).
Recaro Redback seats were fitted, and inside a custom Honda shift knob in brushed aluminum caught your eye right away. The silver Honda badge was replaced with a red one, and the only colors offered at launch were White, Yellow, and Black. More colors were added later on, but even with all the uniqueness that the car offered, it was never sold in America.
In 1995 Honda added targa tops to the mix, and in 1997 raised the power to 290, and offered the S-Zero and Zanardi editions to Euro and Asian markets, in order to give some variety to an aging design. The S- Zero offered a stiffer suspension, and the Zanardi was a special edition designed in referendum to the famed racer. In 2002 the NSX received a facelift all round, and power was raised unofficially to 320 horsepower (Honda officials decline to disclose how much the power was raised). It featured new side sills, and a new rear bumper and light setup, as well as a brand new front end that offered fixed headlamps, instead of the old popup units. The car got to 60 in only 4.7 seconds, but was still well behind it’s now updated competition. A new Type R was offered as well, with 340 horsepower, a new carbon fibre hood with a rearward facing scoop, and new carbon fibre rear wing. The interior gained carbon accents, and the car could bump out 0-60 in only 4.4 seconds. This car however, was the last update that the NSX would see.
In 2005, production ceased of the NSX. Heralded by many as one of the most attractive cars in the world, it left sadly outdated. Still, even today, its handling and reliability cast a shadow that modern cars have yet to counter, and it still makes heads turn.
Having driven a few NSX’s, I can tell you that the car is indeed a pleasure to drive. The rear tends to float at low speeds around corners, but I can’t think of any car that can still turn heads after 20 years, and still be stable enough to drive at 100 miles per hour with a coffee in your hand. This car made Japanese cars what they are in my opinion, and thankfully, it’s legacy lives on in enthusiasts worldwide.
Happy and safe driving.
Source (with more pic's);
http://blog.cardomain.com/2009/02/03/the-history-of-the-honda-nsx/#more-10757
By Steve NeilJDMGTR
Welcome to part one of my history of Japanese sports cars. I thought I’d begin with a car that started out as a great superpower in the world of exotics, and ended as a victim of poor marketing and even poorer decisions.
The Honda NSX (AKA the Acura NSX in the US) was heralded as a Ferrari killer of its time. It had nowhere near the power of most of the German and Italian supercars. However it did have the comfort, handling, low weight and reliability that most of them lacked. It was a truly amazing piece of machinery, one that brought back the essence of sports cars, where the driver’s pleasure was the number one priority.
It wasn’t so much what Honda brought to the table, as how Honda smashed the table down to the floor.
In mid 1987 Honda was in the middle of a financial crisis that was crippling the world. They had just signed a contract with Mclaren’s F1 team to join the Formula One drivers championship for 1988, and the President of Honda wanted a car made to celebrate the contract. A chassis design from 1986 (by Pininfarina) was to be used, and Takeo Fukui assigned Shigeru Uehara to make a car that weighed less then the current Ferrari 328 GTS, which produced more horsepower. It needed to handle better, and it needed to look just as good. The Uehara set out on his task, but his work was about to be shot down…
In early winter of 1987, he came back with the designs. He had high hopes, with a mid mounted V6 and a beautiful body. While he was quite pleased with his work, Takeo Fukui was not. He had insisted first and foremost that the new car be lighter, but it ended up being heavier than even the Mondial, as Shigeru Uehara had decided to use fiberglass for the main components. Fukui sent Uehara back again, and aluminum was chosen instead, as it weighed less. The only drawback was its durability.
By mid 1988 the car was ready. When it was unveiled, it wasn’t even really that groundbreaking, and nobody took it seriously. That is, until the test drives started.
With 280 horsepower from a tiny V6 in the back, and even less weight then the newly introduced 348 from Ferrari, the car was garnering rave reviews. Opinions were at first mixed on the design of the car, but they quickly softened due to the 348’s oddly proportioned body, in comparison to the NSX’s smooth lines.
It featured a black greenhouse and pop-up headlights, as well as a great sound system and a polished leather interior. It didn’t sputter, or spat, and with a 0-60 time of a little over 5 seconds, it was awfully good for the day. It handled better then any contemporary Ferrari or Lamborghini, with even Gordon Murray saying it was his inspiration for the legendary McLaren F1.
By 1992, Honda had hit success with NSX. It was marketed around the world, and it was pushing boundaries in driver enjoyment. Honda, however, wanted to up the ante, and decided to hit a home run with the NSX-R. This R moniker was suggestive of the car’s racing heritage, and all the things that you had thought you’d known about the NSX were thrown right out the window. The stereo was gone, as was the sound deadening that would hold it in place. Air conditioning was dumped, too, in favor of… well nothing. This is what made the NSX-R a true driver’s car. There was nothing to bother you, and nothing to distract you from the task of driving, and driving HARD (which the re-calibrated suspension was guaranteed to deliver).
Recaro Redback seats were fitted, and inside a custom Honda shift knob in brushed aluminum caught your eye right away. The silver Honda badge was replaced with a red one, and the only colors offered at launch were White, Yellow, and Black. More colors were added later on, but even with all the uniqueness that the car offered, it was never sold in America.
In 1995 Honda added targa tops to the mix, and in 1997 raised the power to 290, and offered the S-Zero and Zanardi editions to Euro and Asian markets, in order to give some variety to an aging design. The S- Zero offered a stiffer suspension, and the Zanardi was a special edition designed in referendum to the famed racer. In 2002 the NSX received a facelift all round, and power was raised unofficially to 320 horsepower (Honda officials decline to disclose how much the power was raised). It featured new side sills, and a new rear bumper and light setup, as well as a brand new front end that offered fixed headlamps, instead of the old popup units. The car got to 60 in only 4.7 seconds, but was still well behind it’s now updated competition. A new Type R was offered as well, with 340 horsepower, a new carbon fibre hood with a rearward facing scoop, and new carbon fibre rear wing. The interior gained carbon accents, and the car could bump out 0-60 in only 4.4 seconds. This car however, was the last update that the NSX would see.
In 2005, production ceased of the NSX. Heralded by many as one of the most attractive cars in the world, it left sadly outdated. Still, even today, its handling and reliability cast a shadow that modern cars have yet to counter, and it still makes heads turn.
Having driven a few NSX’s, I can tell you that the car is indeed a pleasure to drive. The rear tends to float at low speeds around corners, but I can’t think of any car that can still turn heads after 20 years, and still be stable enough to drive at 100 miles per hour with a coffee in your hand. This car made Japanese cars what they are in my opinion, and thankfully, it’s legacy lives on in enthusiasts worldwide.
Happy and safe driving.
Source (with more pic's);
http://blog.cardomain.com/2009/02/03/the-history-of-the-honda-nsx/#more-10757
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