2017 NSX: Negatives from First Drive Reviews - 2016+ Acura NSX Forum
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post #1 of 7 (permalink) Old 11-09-2015, 03:12 PM Thread Starter
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Post 2017 NSX: Negatives from First Drive Reviews






Transmission Falls Short Of German Rival

While at times Honda is known for great transmissions, this time around they have fallen a bit short. However, this comes from a couple first drive reviews published since the press embargo was lifted.

Quote:
And the transmission? Porsche sets the pace with its PDK when it comes to dual-clutch gearboxes. Honda readily admits it developed everything in this system, from the hardware to the software, in just 18 months – an eye blink for a manufacturer. It's a strong effort, but still falls short of the German system. Where the 911 can be eerily anticipatory, choosing the correct gear half a second before you knew you wanted it, the NSX manages to be underfoot in anything less than a full, deep-throttle bashing. Manual mode is better, offering very fast, very smooth shifts both up and down the pattern, but I still saw occasions where requesting a gear did not yield a shift.
- RoadAndTrack
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Understeer!

Understeer is present and in the points below, exactly where you’ll experience it has been identified. Fortunately, this can be remedied with the optional Michelin Pilot Sport Cup 2 summer tires, far more ideal for track use than the standard Continental ContiSportContact 5P.

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...the healthy dose of understeer that shows up when the road gets tight. Drive on the nose or off. It doesn't matter. The front gives up.

There is no one reason for it. Yes, there is an electric power steering system, complete with a variable ratio rack. Yes, the company's Super Handling All Wheel Drive actively works to mitigate torque steer while a dual-ball-joint lower control arm design passively does the same, but there are other players on the board. In Sport and Sport+ driving modes, engineers programmed the SH-AWD system to yield a decent amount of understeer to protect novice drivers from having the tail step out. In a $150,000, mid-engine supercar.
- RoadAndTrack


Quote:
On the racetrack, I briefly tried treating the NSX like a last-gen Audi R8 or current Huracan: Turn early, induce a bit of yaw so the nose is pointed to the exit, and allow the AWD to power me out. But the NSX’s torque vectoring is best when you slow the car through a corner using trail braking. Follow a traditional line, managing both brake pressure and then throttle carefully, and you will be well rewarded. You can carry great speed into corners. Get back on the gas too early though, and the car understeers like mad.
- AutomobileMag
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Opt For Stickier Tires

While it is advised to opt for the sticker Michelins for times you need increased grip , with the NSX focused around being an everyday supercar, the standard Continentals help to achieve just that. Michelins will just break you into the 5 figure mileage mark.

Quote:
Our best piece of advice? Opt for the stickier tires. The NSX is available with all-season rubber and that might be fine for the average driver. But for the rest of us, the optional summer tires offer far more precision and feel. You'll thank us.

Never underestimate the importance in choosing proper footwear. The Michelins transform the NSX from a vague, confidence sapping experience into a car that encourages you to push a little harder, to gun for the next apex and dive deep. There's turn in where there was no turn in before. Grip. Glorious, glorious grip. The right rubber lets you use this miracle machine Honda stitched together, and you can feel a quiet thread of commonality singing back to that special car, the first NSX.

In Track Mode and shod with the sticky Michelins, the NSX wakes up. The hellish understeer nearly vanishes. It's not a neutral car by any means, but it's easier to point in the direction you want. The rest is managed with big lifts of the throttle or brakes. The tail rotates and sets beautifully. It's so good, you wonder why the engineers buried it under a nasty pile of algorithms and unfortunate tire.
- RoadAndTrack


Quote:
Klaus and his team are open about why they made each decision with the car. On our test drive, our car started with the standard Continental ContiSport Contact 5P for the road drive and our first two lapping sessions. After lunch we switched to Michelin Pilot Sport Cup 2s, which are clearly better suited for track abuse. But Acura wanted us to try both tires even though the Contis fall off after a few laps. That kind of honesty is uncommon on press introductions.
- AutoBlog


Quote:
The base tire is a Continental Conti*SportContact 5 P, sized 245/35ZR-19 in front and 305/30ZR-20 in back. It’s the commuter tire, with only middling dry-road grip but the promise of wet-weather traction and some decent longevity. If you are nailing it on the open road, you’ll find the limit a tad too quickly as the front end fights for grip. Fit the optional Michelin Pilot Sport Cup 2s, almost the same meats as on the Porsche 911 GT3, and the grip becomes that of cured epoxy. But you’ll be lucky to get 15,000 miles out of a set.
- CarAndDriver
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It's Heavy

Weighing in at 3,800 LBS, the NSX isn’t light, nor is its weight heavy enough for concern but we hope over the years Honda looks to address it along with other issues mentioned.

Quote:
There's also the weight issue. Despite a chassis intense with lightweight materials like aluminum and carbon fiber, this car tips the scales at just over 3,800 pounds – some 700 more than the fattest first generation machine. And, like the original NSX and the Ferrari 458 Italia, the new car only puts 42 percent of its heft on the front tires. The engine may be in the middle, but the weight isn't.
- RoadAndTrack
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The NSX Needs More Drama

Feedback through steering and the powertrain is lacking, all done on purpose as Acura reports.

Quote:
And while the steering is direct, there’s not a lot road feel, though Acura says it did that on purpose to keep the daily drivability high.
- AutoWeek


Quote:
Are there compromises? Oh yes. For one, you don't get any steering feedback through the wheel. On our final session around Sonoma Raceway we adjusted to picking up the car's state of grip through our hips. This is not a car that speaks in the traditional sense, and many people will have a problem with that. On the other hand, the NSX can do things other cars can't, like cut around a hairpin at speeds that leave other cars plowing in a straight line.
- AutoBlog


Quote:
On the run, the NSX’s computers take data from its many sensors and work the hardware like a coxswain on a rowing team. The front motors alternately thrust through their planetary gearsets or drag in regenerative mode, while the rear tires also push or brake as needed to yaw the car in accordance with the driver’s whims. Exiting a corner, you want to get on it early to put the front’s side-by-side motors into full tractor mode to help pull the heavy NSX out with startling haste. The upshifts are heard but barely felt, the acceleration curve hardly slackening as the front motors power the car through the gear*changes and the rear motor impels the V-6 as the boost builds back to its 15.2-psi peak.

It’s a seamless operation and a vision of a future when all cars will be bionic. It’s also much too muted. The precision thrum of the V-6 piped into the cabin lacks a guttural snarl, and it’s even more disappointing for bystanders. An NSX passing by at full throttle is a whoosh of mostly tire hiss and displaced air, the engine a distant voice in the wilderness. We don’t mind that the steering wheel, comparable in feel and feedback to a Porsche 911’s, doesn’t jump in your hands, but the NSX needs more drama.
- CarAndDriver
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The NSX Is Fast, But...

If there’s any bit of information that will make you venture out to some twisty roads or a local track, the need to really get a feel for your NSX is going to be it

Quote:
the NSX is exceptionally fast. But you need the context of a good winding road to truly realize it. You’ve got to pass car after car after car in a blinding rush and see telephone poles flick by like toothpicks. Because neither the engine note behind you nor a shriek of tires nor squeal of brakes will announce it for you. Acura has been using an active torque-transfer technology since 1996. The NSX employs what the company terms the “next generation Sport Hybrid Super-Handling All Wheel drive.” The issue with active torque vectoring is that a car doesn’t always respond as you expect it to.
- AutomobileMag
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Track Mode Is Limiting

Getting tail happy through the turns is not what you’re likely to experience.

Quote:
Another issue: Rather than offer a series of escalating modes that increase the driver’s freedom, as, say, on the Corvette Z06, the NSX staircase is designed for outcomes—or to make the car go ever faster. In Track mode, you can’t slide around because sliding is slower. The car intervenes with corrections that make it straighten up and fly right. Faster lap times, yes, but also not as fun. You can shut off the stability control entirely, but then you risk a wall encounter. Besides desperately needing a door bin to hold your cellphone, the NSX needs another mode, call it Track Plus, that lets the driver make mistakes and look into the abyss but will act to prevent disaster. With it, the NSX would be a better learning tool.
- CarAndDriver
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post #2 of 7 (permalink) Old 11-10-2015, 08:42 AM
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[IMG]Track Mode Is Limiting[/IMG]

Guess the NSX was created to be a fast car and they could have assumed that anyone who is willing to go on track with the stability control off is experienced enough to not hit the wall. Sounds like what you're looking for id the kind of drift control available on the Focus RS.
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post #3 of 7 (permalink) Old 11-11-2015, 08:43 AM
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It was designed as a daily driver sports car so they don't expect owners to take it to a drift track. The NSX was meant for the curves of the road on a weekend drive though you will need to get a new set of stickier tires.



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post #4 of 7 (permalink) Old 11-11-2015, 11:18 AM
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Originally Posted by RedNSX View Post
It was designed as a daily driver sports car so they don't expect owners to take it to a drift track. The NSX was meant for the curves of the road on a weekend drive though you will need to get a new set of stickier tires.
Not only that but it was a vehicle build around taking on the turns with preciseness from the start with the first generation model, so they had to live up to that.



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post #5 of 7 (permalink) Old 11-11-2015, 01:09 PM
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On the weight, I think that was tough for them because there is a lot of weight in the hybrid components. Furthermore, they wanted to keep costs down, and therefore could not use carbon fiber everywhere. I wonder if they'll be able to bring the weight down when they redesign the NSx in the future.
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post #6 of 7 (permalink) Old 11-12-2015, 08:32 AM
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Depends on how much they're willing to spend on the NSX variants. We did say they will most likely come out with a type-R so the weight may need to be decreased to improve speed but we don't know what Acura's budget is anymore. They spend years and so much money on the Halo NSX.

More weight can mean more stability so I don't see that being a problem for the NSX yet.
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post #7 of 7 (permalink) Old 11-12-2015, 12:10 PM
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I don`t think it`s a matter of how much they`re willing to spend, when it comes to a vehicle like this taking on a loss is sometimes the norm and motivations for bettering their best is tied into making the sort of impact they want to... and the sort of impact they want to get i`m not entirely sure of, but them leaving room for something more to be done on the NSX does show some need to make a bigger impact than what has already been done.
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