Agreed. That's what God made Spec Miatas for. :smile:
Anyway, I was commenting on a narrow point. I'm not buying the NSX for lap times. It's just fun that it seems to be amazing on track in addition to its other desirable features.
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reviews are out
- Thread starter brucewinter
- Start date
Agreed. That's what God made Spec Miatas for. :smile:
Anyway, I was commenting on a narrow point. I'm not buying the NSX for lap times. It's just fun that it seems to be amazing on track in addition to its other desirable features.
fastaussie
Suspended
the Cayman is probably the most neutral chassis of any car out there today, it is astoundingly good. you really can do no wrong with that the little Porsche. however, the limit of that car is significantly less than that of the Turbo, therefor easier to get to. everything happens a lot slower in the Cayman, so it doesn't feel as scary, you have a lot more time to focus. once you add two turbos into the mix the processing time for your brain to sort through all the information coming in is rapidly decreasing which each corner exit, entry and straightaway. that's just the speed differential cramming your frontal lobe.
everyone is faster when they feel safe, that's a given. and everyone has a personal preference in what/how they drive, and their own style, which one car or another will suit best for that person, which can be massively subjective also. the NSX will suit some people better than others. one thing to think about, steering feel is one of the most important inputs in a car (there's only 3). not being able to feel what the front wheels are doing isn't confidence inspiring. we'll have to wait and see how the steering situation is?
as for the GTR. i know all about that car, and never liked it. i've seen a few of them go through 2 quarts of oil a day, which is very un-Japanese. but mostly it's just far too heavy and undersprung, and the brakes are terrible for a car with so much heft. and i've seen what happens when the driver is leaning on the electronics too much. total electronic meltdown and a 4 wheel lock up right off the back straightaway at 140 miles per hour. lucky for run off...
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bingo, although i'd probably roll with a Lotus instead...
everyone is faster when they feel safe, that's a given. and everyone has a personal preference in what/how they drive, and their own style, which one car or another will suit best for that person, which can be massively subjective also. the NSX will suit some people better than others. one thing to think about, steering feel is one of the most important inputs in a car (there's only 3). not being able to feel what the front wheels are doing isn't confidence inspiring. we'll have to wait and see how the steering situation is?
as for the GTR. i know all about that car, and never liked it. i've seen a few of them go through 2 quarts of oil a day, which is very un-Japanese. but mostly it's just far too heavy and undersprung, and the brakes are terrible for a car with so much heft. and i've seen what happens when the driver is leaning on the electronics too much. total electronic meltdown and a 4 wheel lock up right off the back straightaway at 140 miles per hour. lucky for run off...
- - - Updated - - -
bingo, although i'd probably roll with a Lotus instead...
- Joined
- 29 October 2015
- Messages
- 40
I considered the GTS as well, but at the end of the day I just can't make friends with the styling. I think all current Mercs have lost the plot visually (as have all Bimmers and most Audis). Then again, you are listening to someone who thinks that the SLR is the best looking car ever made...
At the end of the day, I'm not 100% sold on the NSX - there are things I like about it (performance-maybe-and features) and things I don't (wrong price, styling, interior quality). It will all depend on what deal the dealer will do for me. If I can get it fully loaded for 200k, I'll probably do it. If not, I'll be getting something else at least a generation old. There's simply nothing on sale around 200k that really lights my fire these days.
At the end of the day, I'm not 100% sold on the NSX - there are things I like about it (performance-maybe-and features) and things I don't (wrong price, styling, interior quality). It will all depend on what deal the dealer will do for me. If I can get it fully loaded for 200k, I'll probably do it. If not, I'll be getting something else at least a generation old. There's simply nothing on sale around 200k that really lights my fire these days.
We won't be waiting long for the NSX vs 2.0 comparisons...
Wired said "The [first generation] NSX combined groundbreaking tech like an aluminum chassis and titanium engine valves with the comfort and reliability of an Accord to create a supercar you could commute in."
Valves, connecting rods, ... . Engines are really confusing what with all those parts.
http://www.wired.com/2016/03/review-2017-acura-nsx/
Valves, connecting rods, ... . Engines are really confusing what with all those parts.
http://www.wired.com/2016/03/review-2017-acura-nsx/
- Joined
- 29 March 2015
- Messages
- 202
Reviews published today:
http://www.autofocus.ca/reviews/first-drives/2017-acura-nsx-legend-reborn
"This thing pulls more Gs accelerating than a Porsche 911 Turbo. It’s relentless, breathtaking stuff. The NSX uses the electric motors to cover any lag before the huge turbos wallop you forward. If you just get in and put your foot down, you’d never guess there was all that high-tech wizardry under the hood. All motors work together seamlessly."
* * * * *
“At first the NSX feels like it’s on rails like its all-wheel drive rivals from Germany, the Porsche Turbo and Audi R8 V10. Initially, there’s no drama. All you feel is the uncanny way the front motors work to kill understeer and zap oversteer, just as you feel it’s about to begin. But with more confidence — and on a track — the NSX reveals its true playful nature. Roll smartly onto the throttle and the car slides sideways easily, naturally.”
* * * * *
“The NSX is the first hybrid sports car (under a million dollars) that’s both seriously fast and fun to drive. For that reason alone, it’s a groundbreaking machine, a minor landmark in sports car history.”
_________________ ____________________
http://www.wired.com/2016/03/review-2017-acura-nsx/
“My first go at Sonoma Raceway reveals a buttery smooth ability that complements the raw power numbers. The combination of internal combustion and electric motivation delivers a smooth whoosh of energy leading up to peak torque, between 6,500 and 7,500 rpm. There’s no lull or soft spot within that crescendo, no surge or spike, just a constant pull of power. Launch control is similarly drama-free. All four wheels fling the car forward like an aircraft carrier catapult.”
* * * * *
“Away from the track, the NSX is commanding and confident on public roads, devouring s-curves and straights as though someone filled the trunk with get-out-of-jail-free cards.”
* * * * *
“The 2017 NSX is a monument to engineering, refinement, and ultimately, a certain kind of invisibility. While Aston Martin and Bentley build cars with enough panache to be considered supercars for the gentleman set, the Acura NSX is the thinking man’s exotic. Or, perhaps, an everyman’s supercar, exploring the themes of refinement and restraint rather than boom, bombast, and extroversion.”
- - - Updated - - -
Another new review:
http://gearpatrol.com/2016/03/22/review-2017-acura-nsx/
"The other reason that Acura has been taking heat over the NSX is that it’s not the same car they introduced 26 years ago. Fans of the first-generation NSX loved its relative affordability: it launched at $60,000, or $108,000 in today’s money. They loved its Japanese-car quality and reliability and its supercar performance, with mid-engine balance, a low, wide stance, world-first all-aluminum construction, and a naturally aspirated, 270 horsepower V6 with variable valve-timing. Early gripes about the new 2016 model are that it lacks that sort of “people’s supercar” vibe and instead aspires to Lamborghini/Ferrari greatness as though that were a bad thing. Yes, there is presently no intermediate stepping stone allowing Honda fans to get their sports-car fix, and the NSX’s $156,000 starting point makes it a supremely challenging discretionary purchase. But, frankly, so is $108,000. Sell some stock, or buy a Porsche— but you’ll be disappointed if you do. This car sits far above any Porsche short of the 918 hypercar."
* * * * *
“What I can tell you is that the dedication to getting it right, which led to those delays, and the disinclination to do the same car all over again have spawned a sports car that punches well above its weight, and which pretty much nails the company’s new ‘Precision Crafted Performance’ mantra. The NSX is by every measure a fully competent track machine with a smart, modern hybrid twist — something only a few other car makers have only introduced in stratospherically priced hypercars — and gobs of design and manufacturing innovation.”
* * * * *
“Does that make the NSX a tad boring? Perhaps. But there’s no legit race driver on earth who would trade drama for lap times. The NSX is equal parts muscle and finesse, and in the end, while not as outrageous or dramatic as the nearest Lamborghini, McLaren, or Ferrari, it makes quick work of its closest competitors, including the Audi R8. It also possesses far more innovation for its time than its predecessor ever had. It’s the car Acura built to set a new standard, not meet an old one.”
http://www.autofocus.ca/reviews/first-drives/2017-acura-nsx-legend-reborn
"This thing pulls more Gs accelerating than a Porsche 911 Turbo. It’s relentless, breathtaking stuff. The NSX uses the electric motors to cover any lag before the huge turbos wallop you forward. If you just get in and put your foot down, you’d never guess there was all that high-tech wizardry under the hood. All motors work together seamlessly."
* * * * *
“At first the NSX feels like it’s on rails like its all-wheel drive rivals from Germany, the Porsche Turbo and Audi R8 V10. Initially, there’s no drama. All you feel is the uncanny way the front motors work to kill understeer and zap oversteer, just as you feel it’s about to begin. But with more confidence — and on a track — the NSX reveals its true playful nature. Roll smartly onto the throttle and the car slides sideways easily, naturally.”
* * * * *
“The NSX is the first hybrid sports car (under a million dollars) that’s both seriously fast and fun to drive. For that reason alone, it’s a groundbreaking machine, a minor landmark in sports car history.”
_________________ ____________________
http://www.wired.com/2016/03/review-2017-acura-nsx/
“My first go at Sonoma Raceway reveals a buttery smooth ability that complements the raw power numbers. The combination of internal combustion and electric motivation delivers a smooth whoosh of energy leading up to peak torque, between 6,500 and 7,500 rpm. There’s no lull or soft spot within that crescendo, no surge or spike, just a constant pull of power. Launch control is similarly drama-free. All four wheels fling the car forward like an aircraft carrier catapult.”
* * * * *
“Away from the track, the NSX is commanding and confident on public roads, devouring s-curves and straights as though someone filled the trunk with get-out-of-jail-free cards.”
* * * * *
“The 2017 NSX is a monument to engineering, refinement, and ultimately, a certain kind of invisibility. While Aston Martin and Bentley build cars with enough panache to be considered supercars for the gentleman set, the Acura NSX is the thinking man’s exotic. Or, perhaps, an everyman’s supercar, exploring the themes of refinement and restraint rather than boom, bombast, and extroversion.”
- - - Updated - - -
Another new review:
http://gearpatrol.com/2016/03/22/review-2017-acura-nsx/
"The other reason that Acura has been taking heat over the NSX is that it’s not the same car they introduced 26 years ago. Fans of the first-generation NSX loved its relative affordability: it launched at $60,000, or $108,000 in today’s money. They loved its Japanese-car quality and reliability and its supercar performance, with mid-engine balance, a low, wide stance, world-first all-aluminum construction, and a naturally aspirated, 270 horsepower V6 with variable valve-timing. Early gripes about the new 2016 model are that it lacks that sort of “people’s supercar” vibe and instead aspires to Lamborghini/Ferrari greatness as though that were a bad thing. Yes, there is presently no intermediate stepping stone allowing Honda fans to get their sports-car fix, and the NSX’s $156,000 starting point makes it a supremely challenging discretionary purchase. But, frankly, so is $108,000. Sell some stock, or buy a Porsche— but you’ll be disappointed if you do. This car sits far above any Porsche short of the 918 hypercar."
* * * * *
“What I can tell you is that the dedication to getting it right, which led to those delays, and the disinclination to do the same car all over again have spawned a sports car that punches well above its weight, and which pretty much nails the company’s new ‘Precision Crafted Performance’ mantra. The NSX is by every measure a fully competent track machine with a smart, modern hybrid twist — something only a few other car makers have only introduced in stratospherically priced hypercars — and gobs of design and manufacturing innovation.”
* * * * *
“Does that make the NSX a tad boring? Perhaps. But there’s no legit race driver on earth who would trade drama for lap times. The NSX is equal parts muscle and finesse, and in the end, while not as outrageous or dramatic as the nearest Lamborghini, McLaren, or Ferrari, it makes quick work of its closest competitors, including the Audi R8. It also possesses far more innovation for its time than its predecessor ever had. It’s the car Acura built to set a new standard, not meet an old one.”
Last edited:
- Joined
- 16 November 2009
- Messages
- 145
Wired
It’s been a hot minute since Acura launched a true supercar. The last time we saw a salacious, ceiling-smashing, mortgage-busting 2-seater from Honda’s upscale outfit, Ayrton Senna and McLaren were dominating Formula 1.
That was 1990, when the Acura NSX crashed the supercar party. It was a revelation for Honda—a company known more for thrifty, utilitarian cars that ran forever—and an unexpected challenge to contemporary exotics from those guys in Italy. The NSX combined groundbreaking tech like an aluminum chassis and titanium engine valves with the comfort and reliability of an Accord to create a supercar you could commute in.
The original NSX, amazing as it was, eventually became a historical relic, unable (or unwilling) to compete in the horsepower wars of the past decade. The 2017 model faces the challenge of living up to its predecessor, matching potent rivals, and delivering driving emotion before the machines take the wheel from humans.
Quarter-Century Cycle
In the 25 years since the 1st NSX drew auto enthusiasts to the east, hypercars from Ferrari, Porsche, and McLaren have evolved from thirsty, big displacement beasts to smart, sophisticated hybrids with all-wheel drive and bogglingly complicated drivetrains.
The 21st century take on the NSX, which starts at $156,000, follows the same path. 3 motors join the mid-mounted, twin-turbo V6 in sending power to all 4 wheels. It’s a convincing package. The engine is good for 500 horsepower and the motors offer another 73, propelling the car to 60 mph in 2.9 seconds and a top speed of 191 mph.
All manner of computerized logic helps with acceleration, cornering, and lap times. There’s a lot of thinking to do. Just to cite 1 example, 2 of the 3 electric motors drive the front wheels, each operating independently to ensure torque goes exactly where it’s needed. During hard cornering, extra power goes to the outside wheel. Meanwhile, the motor driving the inside wheel flips into generator mode, slowing the wheel to make the car turn in faster and sending the recuperated kinetic energy to the battery.
Behind the Wheel
Climb into the NSX’s 2-seat cabin, an overwhelming sense of Honda-ness greets you. The integrated, center-mounted shift control mechanism, those familiar graphics on the shape-shifting digital display, the accommodating, ergonomic friendliness that speaks of benign functionality.
The vanilla overtones are spiced with pleasant details, like the peekaboo aluminum structural member in the dash between a swath of Alcantara and leather, which designers say is a nod to naked sport bikes, and the way the cool display morphs its design between drive modes. A sense of restrained tautness governs the cabin.
The NSX lets you drive in full electric mode, and, in addition to standard modes like Sport, Sport +, and Track, there’s Quiet. As in, chauffeuring your mother-in-law quiet, or don’t-wake-the-neighbors-as-you-head-to-work quiet, or Airwolf air-to-ground surveillance stealth mode quiet. Your demographic may vary.
On the Track
My 1st go at Sonoma Raceway reveals a buttery smooth ability that complements the raw power numbers. The combination of internal combustion and electric motivation delivers a smooth whoosh of energy leading up to peak torque, between 6,500 and 7,500 rpm. There’s no lull or soft spot within that crescendo, no surge or spike, just a constant pull of power.
Away from the track, the NSX is commanding and confident on public roads, devouring s-curves and straights as though the frunk were piled with get-out-of-jail-free cards.
Launch control is similarly drama-free. All 4 wheels fling the car forward like an aircraft carrier catapult. When you reach the corner, just turn the wheel and feel the surprisingly porky NSX (3,802 pounds) obey without question. The 9-speed transmission does its part, downshifting with a quick and smooth throttle blip and upshifting nearly instantaneously as the computers send just enough power to the wheels that need it most.
Track mode delivers sharper jolts of torque and tire sliding. Though the engine soundtrack cranks up by 25 decibels compared to Quiet mode, the aural mood is more deliberate aircraft than blatty, burbly racecar. Sure, there are some throaty, compelling acoustics emanating from the engine (aided by intake sounds directed into the cabin), but the overall tone is 1 of focused fierceness, not heedless fury.
Switch off all the electric aids and things get sloppier; tracking the car through a corner takes more attention, the car feels looser. But you’re never entirely alone. When I intentionally lift the throttle mid-corner, ready to reapply gas and countersteer to right the car, the damn thing catches itself. Back in the pits, I try in vain to convince Nick Robinson, head of dynamic development, that a car that starts at $156,000 should, for better or worse, let the driver disable all of the nannies and experience the unrestrained glory of 573 horsepower. (Ed.
Anyway. Away from the track, the NSX is commanding and confident on public roads, devouring s-curves and straights as though someone filled the frunk with get-out-of-jail-free cards.
I wonder if the NSX is over-rationalized, a too-smart-for-its-own-good expression of brain over brawn.
1 decision perplexes: The standard tires, Continental’s 4-season Conti-Sport SP, give up grip far too early when driven hard. The solution comes with the more aggressive (and optional) Michelin Pilot Sport Cup 2 tires. Making all-year rubber the standard is like cladding an Olympic sprinter with hiking boots. Oh, Honda.
The Supercar, Cerebralized.
The team behind the NSX is eager and inventive, but I wonder if the NSX is over-rationalized, a too-smart-for-its-own-good expression of brain over brawn. Soft-spoken NSX project lead Ted Klaus is an airy auto philosopher, with lines like, “How can you have something that’s basically complicated and fundamentally heavy that provides a sense of lightness?” Chassis guru Robinson is similarly cerebral, describing his team’s approach to the human machine interface as, “We wanted a degree of linearity so it could be driven not from the upper brain, but from the brain stem.”
If this were a piece of music, the Japanese redux would be less Van Halen’s “Runnin’ With the Devil” and more Bach’s “Well-Tempered Clavier.” And while I miss the sound, fury, and madness of its Italian counterparts—the howling engine, the dance-in-your-hands steering, the enfant terrible street cred—there is something to be said for the Acura’s Porsche-like rationality.
The 2017 NSX is a monument to engineering, refinement, and ultimately, a certain kind of invisibility. While Aston Martin and Bentley build cars with enough panache to considered supercars for the gentleman set, the Acura NSX is the thinking man’s exotic. Or, perhaps, an everyman’s supercar, exploring the themes of refinement and restraint rather than boom, bombast, and extroversion.
Will history be as kind to the new kid? It will take time, patience, and a whole lot of miles to find out.
It’s been a hot minute since Acura launched a true supercar. The last time we saw a salacious, ceiling-smashing, mortgage-busting 2-seater from Honda’s upscale outfit, Ayrton Senna and McLaren were dominating Formula 1.
That was 1990, when the Acura NSX crashed the supercar party. It was a revelation for Honda—a company known more for thrifty, utilitarian cars that ran forever—and an unexpected challenge to contemporary exotics from those guys in Italy. The NSX combined groundbreaking tech like an aluminum chassis and titanium engine valves with the comfort and reliability of an Accord to create a supercar you could commute in.
The original NSX, amazing as it was, eventually became a historical relic, unable (or unwilling) to compete in the horsepower wars of the past decade. The 2017 model faces the challenge of living up to its predecessor, matching potent rivals, and delivering driving emotion before the machines take the wheel from humans.
Quarter-Century Cycle
In the 25 years since the 1st NSX drew auto enthusiasts to the east, hypercars from Ferrari, Porsche, and McLaren have evolved from thirsty, big displacement beasts to smart, sophisticated hybrids with all-wheel drive and bogglingly complicated drivetrains.
The 21st century take on the NSX, which starts at $156,000, follows the same path. 3 motors join the mid-mounted, twin-turbo V6 in sending power to all 4 wheels. It’s a convincing package. The engine is good for 500 horsepower and the motors offer another 73, propelling the car to 60 mph in 2.9 seconds and a top speed of 191 mph.
All manner of computerized logic helps with acceleration, cornering, and lap times. There’s a lot of thinking to do. Just to cite 1 example, 2 of the 3 electric motors drive the front wheels, each operating independently to ensure torque goes exactly where it’s needed. During hard cornering, extra power goes to the outside wheel. Meanwhile, the motor driving the inside wheel flips into generator mode, slowing the wheel to make the car turn in faster and sending the recuperated kinetic energy to the battery.
Behind the Wheel
Climb into the NSX’s 2-seat cabin, an overwhelming sense of Honda-ness greets you. The integrated, center-mounted shift control mechanism, those familiar graphics on the shape-shifting digital display, the accommodating, ergonomic friendliness that speaks of benign functionality.
The vanilla overtones are spiced with pleasant details, like the peekaboo aluminum structural member in the dash between a swath of Alcantara and leather, which designers say is a nod to naked sport bikes, and the way the cool display morphs its design between drive modes. A sense of restrained tautness governs the cabin.
The NSX lets you drive in full electric mode, and, in addition to standard modes like Sport, Sport +, and Track, there’s Quiet. As in, chauffeuring your mother-in-law quiet, or don’t-wake-the-neighbors-as-you-head-to-work quiet, or Airwolf air-to-ground surveillance stealth mode quiet. Your demographic may vary.
On the Track
My 1st go at Sonoma Raceway reveals a buttery smooth ability that complements the raw power numbers. The combination of internal combustion and electric motivation delivers a smooth whoosh of energy leading up to peak torque, between 6,500 and 7,500 rpm. There’s no lull or soft spot within that crescendo, no surge or spike, just a constant pull of power.
Away from the track, the NSX is commanding and confident on public roads, devouring s-curves and straights as though the frunk were piled with get-out-of-jail-free cards.
Launch control is similarly drama-free. All 4 wheels fling the car forward like an aircraft carrier catapult. When you reach the corner, just turn the wheel and feel the surprisingly porky NSX (3,802 pounds) obey without question. The 9-speed transmission does its part, downshifting with a quick and smooth throttle blip and upshifting nearly instantaneously as the computers send just enough power to the wheels that need it most.
Track mode delivers sharper jolts of torque and tire sliding. Though the engine soundtrack cranks up by 25 decibels compared to Quiet mode, the aural mood is more deliberate aircraft than blatty, burbly racecar. Sure, there are some throaty, compelling acoustics emanating from the engine (aided by intake sounds directed into the cabin), but the overall tone is 1 of focused fierceness, not heedless fury.
Switch off all the electric aids and things get sloppier; tracking the car through a corner takes more attention, the car feels looser. But you’re never entirely alone. When I intentionally lift the throttle mid-corner, ready to reapply gas and countersteer to right the car, the damn thing catches itself. Back in the pits, I try in vain to convince Nick Robinson, head of dynamic development, that a car that starts at $156,000 should, for better or worse, let the driver disable all of the nannies and experience the unrestrained glory of 573 horsepower. (Ed.
Anyway. Away from the track, the NSX is commanding and confident on public roads, devouring s-curves and straights as though someone filled the frunk with get-out-of-jail-free cards.
I wonder if the NSX is over-rationalized, a too-smart-for-its-own-good expression of brain over brawn.
1 decision perplexes: The standard tires, Continental’s 4-season Conti-Sport SP, give up grip far too early when driven hard. The solution comes with the more aggressive (and optional) Michelin Pilot Sport Cup 2 tires. Making all-year rubber the standard is like cladding an Olympic sprinter with hiking boots. Oh, Honda.
The Supercar, Cerebralized.
The team behind the NSX is eager and inventive, but I wonder if the NSX is over-rationalized, a too-smart-for-its-own-good expression of brain over brawn. Soft-spoken NSX project lead Ted Klaus is an airy auto philosopher, with lines like, “How can you have something that’s basically complicated and fundamentally heavy that provides a sense of lightness?” Chassis guru Robinson is similarly cerebral, describing his team’s approach to the human machine interface as, “We wanted a degree of linearity so it could be driven not from the upper brain, but from the brain stem.”
If this were a piece of music, the Japanese redux would be less Van Halen’s “Runnin’ With the Devil” and more Bach’s “Well-Tempered Clavier.” And while I miss the sound, fury, and madness of its Italian counterparts—the howling engine, the dance-in-your-hands steering, the enfant terrible street cred—there is something to be said for the Acura’s Porsche-like rationality.
The 2017 NSX is a monument to engineering, refinement, and ultimately, a certain kind of invisibility. While Aston Martin and Bentley build cars with enough panache to considered supercars for the gentleman set, the Acura NSX is the thinking man’s exotic. Or, perhaps, an everyman’s supercar, exploring the themes of refinement and restraint rather than boom, bombast, and extroversion.
Will history be as kind to the new kid? It will take time, patience, and a whole lot of miles to find out.
- Joined
- 16 November 2009
- Messages
- 145
TFLcar
The 1st Acura NSX is clearly as popular now, perhaps even more so than when it was 1st introduced, and it still maintains a substantial fan base. Avid devotees mourned the disappearance of the original iconic sports car from Honda’s luxury division, constantly clamoring for a worthy replacement. Well, the long wait has finally ended. Spring has sprung and thankfully, so has the new Acura NSX. The return of the highly anticipated Japanese sports car is now a reality, following the absence of that 1st example more than 2 decades ago – the last of that 1st NSX run came with the 2005 model.
What has now become the 2017 Acura NSX made its debut strictly as an exercise in design in the form of a concept vehicle at the 2012 Detroit International Auto Show, that had yet to be given approval for production. It received such an overwhelmingly positive reaction at the show, however, that the decision to proceed with its development followed shortly thereafter.
The original course of action for the 2nd generation NSX was always for it to be a hybrid model, but significant changes took place over the lengthy period of its metamorphosis, and about halfway through the development process, a more revolutionary approach, with advanced technology became the focus, trumping what was to have been a more conventional hybrid vehicle. Among its many innovations, this latest iteration NSX showcases a “man-machine synergy” approach with its Sport Hybrid Super Handling All-Wheel Drive (Sport Hybrid SH-AWD) – the 1st such technology in the normal realm of supercars, a categorization that it now justifiably warrants. This necessitated changing from a normally aspirated engine in a transverse orientation to a longitudinally mounted, twin-turbo V6, essentially, requiring a completely new clean sheet design.
This next generation Sport Hybrid SH-AWD power unit is comprised of the all-new twin-turbocharged, mid-mounted V6 engine that’s mated to an also all-new 9-speed, paddle shifted dual-clutch transmission and Direct Drive Motor that generates instant engine torque response. It also functions as a generator to constantly maintain the hybrid batteries’ charge state as well as consistently supporting driver initiated demands. These rear power unit systems work in conjunction with the 2 front electric motors and the mechanical limited-slip differential, which are enhanced by the capabilities of the front-mounted Twin Motor Unit (TMU).
Encapsulated by the TMU are 2 electric motors that independently supply power to the left and right front wheels, ultimately providing “active AWD”, increasing forward acceleration, and continuously varying both positive and negative torque directed to the front wheels. This action results in a “direct yaw control” effect that enhances agility, stability, performance, and response, or true torque vectoring, which is available at any speed in both throttle-on and throttle off scenarios. The TMU additionally provides regenerative brake force, assisting in braking demands, while at the same time recharging the hybrid battery.
The 9 DCT transmission is purpose built, utilizing a new design, that places the clutch and differential side-by-side in a common housing, with a parallel shaft gear set arrangement.
The key hybrid component is the Intelligent Power Drive Unit (PDU) that contains the lithium-ion battery pack. This advanced battery pack consists of 4 modules, each with 18 individual battery cells contained within a specially-designed, caseless structure utilizing the vehicle body itself for a sturdy lightweight housing. The hybrid system’s PDU incorporates a compact “3-in-1” design, converting direct current to alternating current, supplying all 3 electric motors.
All of this is based on a space frame chassis composed primarily of aluminum in a new application – ablation cast aluminum frame members fore and aft combined with 3-dimensional bent and quenched frame members, yielding a high rate of torsional rigidity.
The total motive force delivered by the combined systems is 573 horsepower and 476 pound-feet of torque.
Like the space frame, a mix of lightweight materials for the body’s exterior makeup, including: sheet hydro-formed aluminum for the outer door skins; aluminum stampings for the hood and roof (with a carbon fiber roof optionally available); sheet molding compound for the fenders and deck lid; a carbon fiber front floor panel; and a high-temperature-resistant ABS plastic utilized in proximity of the engine. The composite twin fuel tanks are mounted behind the rear bulkhead in front of the engine.
The NSX’s suspension componentry consists of an all-aluminum double wishbone arrangement with double lower control arms up front and an independent multilink setup aft. Active Gen III MR coilover magnetorheological dampers are placed at all 4 corners, with 2 adjustable settings that vary with different drive modes. The Acura supercar rolls on staggered Continental ContiSport tires as standard fare, with Michelin Pilot Sport2 high-performance rubber, and Pirelli P-Zero TROFEO ultimate performance donuts optionally available.
The 2017 Acura NSX is in a word, dramatically drop dead gorgeous. Okay, that’s 4 words, but the car actually warrants more, like futuristic, fantastic, incredible, sexy, and awesome.
The exterior design is a harmonious blend of sharp angles and voluptuous curves while being a case study in function dictating form, with total airflow management as a key element in delivering the level of aerodynamics required for effective and efficient thermal control necessary for the proper operation of its hybrid system. There are 6 different heat sources to be managed: the twin turbo engine, the 9DCT, the PDU, and the 3 electric drive motors. Providing sufficient cooling for these elements, airflow is handled through 10 heat exchangers positioned in the front grille area, side “flying C-pillar” air intakes, as well as through the engine compartment. Getting the air out is just as important as getting the air in, and there are outlets positioned in the upper rear quarter sail panels, beneath the rear spoiler lip and in the lower rear fascia in the form of a large horizontal grille flanked by 2 large vents.
The NSX features 1 of the lowest centers of gravity in its class making ingress and egress somewhat difficult for ectomorphic individuals, but once situated inside, the interior exhibits the same dedicated attention to detail and functionality as the exterior styling. Interior Designer, Johnathon Norman pointed out that controls and switchgear are optimally placed for intuitive use, and the leather sports seats with Alcantara inserts are perfectly contoured and formed to provide excellent support for both boulevard cruising and race track exercises. The steering wheel shape and size feels just right.
During the media drive program, a group of ten automotive journalists was treated to experiencing the new NSX in both real-world driving scenarios as well as in high-speed race track laps, and launch control demonstrations.
The day began with each journalist donning a helmet and rolling out of pit lane and onto the 1.8-mile, 9 turn course at the exclusive Thermal Club’s West Palm track about 30 minutes out of Palm Springs. Each journalist rotating through 3 cars similarly equipped for 4 laps each in a lead/follow format following none other than noted IndyCar racer Graham Rahal at increasing rates of speed and ultimately reaching a top track speed on the long back straight in excess of 130 mph. The track cars were Venetian Red metallic, Casino White Pearl and Nouvelle Blue metallic, each with a base price of $156,000, and each was outfitted with the carbon ceramic brake system, carbon fiber exterior sport package, carbon fiber roof, carbon fiber engine cover, carbon fiber interior sport package, Acura ELS Studio Audio & Technology Package with Sirius /XM, colored Brembo brake calipers, semi-aniline leather and Alcantara power sport seats, ultra premium “Andaro” paint process and destination charge, bringing the final total before sales tax and license to $200,700.
SUMMARY: The 2017 Acura NSX is performance that is precision crafted. It is incredibly smooth and wickedly fast. Every step of the way, the new NSX does everything that a supercar should, and does everything exceptionally well. On the track, the engineers that developed and perfected the final product served as ride-along instructors with each lap. I was 1 of the 1st out on the track, with Jason Widmer, Principal Engineer and Complete Vehicle Performance Leader riding shotgun; my next ride along companion was Nick Robinson, Lead Engineer, Vehicle Dynamics, followed by pro race driver and instructor Ryan Lewis. Jared Cox, Lead Engineer, Structure and Sound later supervised the Launch Control exercises.
Forward visibility is outstanding thanks to the super thin “A” pillar design while the rear side view is somewhat limited by the large flying “C” pillar. I discovered that the visors are minimally useful depending upon one’s height. Ingress and egress are much easier than with most other supercars. There’s plenty of headroom for those up to 6’5”, even with a helmet on, which can pose some difficulty when entering and exiting the vehicle.
The NSX expands the range of available driving experiences with its Integrated Dynamics System, whose 11 systems provide uniquely tuned experiences for each driving scenario, controlled through a circular knob in the center stack. The left 2 positions are Quiet and Sport, while the right 2 positions are Sport + and Track, which are all pretty self-explanatory. Sport+ provided the most enjoyment for challenging twisty roads, with the Track setting optimizing elevated performance level capabilities. The individual settings also deliver a wide range of tunable sound levels, with a 25dB range between Quiet and Track modes.
Pressing the center button of the IDS dial once places the 9DCT in automatic operation, while pressing it twice enters into manual mode, with control achieved via the wheel-mounted paddle shifters. Even in the automatic mode, it is possible to dive further toward a turn at full speed before braking, and it is possible to apply heavy throttle even before exiting the turn, going almost immediately to full throttle. Overcooking a corner, 1 can feel the car twitch, but it immediately recovers thanks to the AWD system. Braking is phenomenal with the ElectroServo System’s 6-piston Brembo calipers clamping onto the 14.5-inch front ceramic rotors, combined with regenerative braking, and with no indication of fade after hard use. Minimal oversteer may be encountered during trail braking, but again, the AWD comes to the rescue.
Handling is awesome and you can forget about shuffling hands about on the wheel, as turns are conquered simply by turning with hands in a fixed position. The ride quality is most forgiving with the coilover magnetorheological dampers at each corner – railroad track crossings and bumps in the road are barely noticeable.
The Launch control is the smoothest I’ve encountered to date, with any complicated process or settings to fiddle with. Simply set the IDS to D1, fully depress the brake pedal, mash the accelerator pedal to the floor, and when the IP signal displays the launch ready prompt, release the brake. Keeping the throttle nailed, the NSX takes off like a rocket with no tire slip, ripping down the track while shifting gears at expressly the right moment along the e-ticket ride. There’s no sensation of strain on the running gear, and in fact, the process can be repeated over and over again with no ill effects.
In the final analysis, the Acura team has positively nailed it, for what may well be the perfect supercar, and even at the fully loaded price north of $200,000. I predict an early depletion of the planned production supply. Only 800 are currently slated for the U.S. market, with another 800 for the remaining global market. Jay Leno and Jerry Seinfeld have already placed their orders, so if you want 1, don’t wait too long. The revolutionary 2017 Acura NSX truly delivers the “new sport” experience. All other supercars beware.
On the TFLcar scale of:
I give the 2017 ACURA a ‘Buy It!‘. If you can afford it, if not, stealing 1 might be an option. It’s an incredible sport hybrid supercar that handles and rides with exceptional precision in virtually any scenario.
2017 Acura NSX Test Drive:
Revolution vs. Evolution – the New Sports eXperience [Review]
http://www.tflcar.com/wp-content/uploads/2016/04/2017_acura_nsx_01-900x458.jpg
Revolution vs. Evolution – the New Sports eXperience [Review]
http://www.tflcar.com/wp-content/uploads/2016/04/2017_acura_nsx_01-900x458.jpg
The 1st Acura NSX is clearly as popular now, perhaps even more so than when it was 1st introduced, and it still maintains a substantial fan base. Avid devotees mourned the disappearance of the original iconic sports car from Honda’s luxury division, constantly clamoring for a worthy replacement. Well, the long wait has finally ended. Spring has sprung and thankfully, so has the new Acura NSX. The return of the highly anticipated Japanese sports car is now a reality, following the absence of that 1st example more than 2 decades ago – the last of that 1st NSX run came with the 2005 model.
What has now become the 2017 Acura NSX made its debut strictly as an exercise in design in the form of a concept vehicle at the 2012 Detroit International Auto Show, that had yet to be given approval for production. It received such an overwhelmingly positive reaction at the show, however, that the decision to proceed with its development followed shortly thereafter.
The original course of action for the 2nd generation NSX was always for it to be a hybrid model, but significant changes took place over the lengthy period of its metamorphosis, and about halfway through the development process, a more revolutionary approach, with advanced technology became the focus, trumping what was to have been a more conventional hybrid vehicle. Among its many innovations, this latest iteration NSX showcases a “man-machine synergy” approach with its Sport Hybrid Super Handling All-Wheel Drive (Sport Hybrid SH-AWD) – the 1st such technology in the normal realm of supercars, a categorization that it now justifiably warrants. This necessitated changing from a normally aspirated engine in a transverse orientation to a longitudinally mounted, twin-turbo V6, essentially, requiring a completely new clean sheet design.
This next generation Sport Hybrid SH-AWD power unit is comprised of the all-new twin-turbocharged, mid-mounted V6 engine that’s mated to an also all-new 9-speed, paddle shifted dual-clutch transmission and Direct Drive Motor that generates instant engine torque response. It also functions as a generator to constantly maintain the hybrid batteries’ charge state as well as consistently supporting driver initiated demands. These rear power unit systems work in conjunction with the 2 front electric motors and the mechanical limited-slip differential, which are enhanced by the capabilities of the front-mounted Twin Motor Unit (TMU).
Encapsulated by the TMU are 2 electric motors that independently supply power to the left and right front wheels, ultimately providing “active AWD”, increasing forward acceleration, and continuously varying both positive and negative torque directed to the front wheels. This action results in a “direct yaw control” effect that enhances agility, stability, performance, and response, or true torque vectoring, which is available at any speed in both throttle-on and throttle off scenarios. The TMU additionally provides regenerative brake force, assisting in braking demands, while at the same time recharging the hybrid battery.
The 9 DCT transmission is purpose built, utilizing a new design, that places the clutch and differential side-by-side in a common housing, with a parallel shaft gear set arrangement.
The key hybrid component is the Intelligent Power Drive Unit (PDU) that contains the lithium-ion battery pack. This advanced battery pack consists of 4 modules, each with 18 individual battery cells contained within a specially-designed, caseless structure utilizing the vehicle body itself for a sturdy lightweight housing. The hybrid system’s PDU incorporates a compact “3-in-1” design, converting direct current to alternating current, supplying all 3 electric motors.
All of this is based on a space frame chassis composed primarily of aluminum in a new application – ablation cast aluminum frame members fore and aft combined with 3-dimensional bent and quenched frame members, yielding a high rate of torsional rigidity.
The total motive force delivered by the combined systems is 573 horsepower and 476 pound-feet of torque.
Like the space frame, a mix of lightweight materials for the body’s exterior makeup, including: sheet hydro-formed aluminum for the outer door skins; aluminum stampings for the hood and roof (with a carbon fiber roof optionally available); sheet molding compound for the fenders and deck lid; a carbon fiber front floor panel; and a high-temperature-resistant ABS plastic utilized in proximity of the engine. The composite twin fuel tanks are mounted behind the rear bulkhead in front of the engine.
The NSX’s suspension componentry consists of an all-aluminum double wishbone arrangement with double lower control arms up front and an independent multilink setup aft. Active Gen III MR coilover magnetorheological dampers are placed at all 4 corners, with 2 adjustable settings that vary with different drive modes. The Acura supercar rolls on staggered Continental ContiSport tires as standard fare, with Michelin Pilot Sport2 high-performance rubber, and Pirelli P-Zero TROFEO ultimate performance donuts optionally available.
The 2017 Acura NSX is in a word, dramatically drop dead gorgeous. Okay, that’s 4 words, but the car actually warrants more, like futuristic, fantastic, incredible, sexy, and awesome.
The exterior design is a harmonious blend of sharp angles and voluptuous curves while being a case study in function dictating form, with total airflow management as a key element in delivering the level of aerodynamics required for effective and efficient thermal control necessary for the proper operation of its hybrid system. There are 6 different heat sources to be managed: the twin turbo engine, the 9DCT, the PDU, and the 3 electric drive motors. Providing sufficient cooling for these elements, airflow is handled through 10 heat exchangers positioned in the front grille area, side “flying C-pillar” air intakes, as well as through the engine compartment. Getting the air out is just as important as getting the air in, and there are outlets positioned in the upper rear quarter sail panels, beneath the rear spoiler lip and in the lower rear fascia in the form of a large horizontal grille flanked by 2 large vents.
The NSX features 1 of the lowest centers of gravity in its class making ingress and egress somewhat difficult for ectomorphic individuals, but once situated inside, the interior exhibits the same dedicated attention to detail and functionality as the exterior styling. Interior Designer, Johnathon Norman pointed out that controls and switchgear are optimally placed for intuitive use, and the leather sports seats with Alcantara inserts are perfectly contoured and formed to provide excellent support for both boulevard cruising and race track exercises. The steering wheel shape and size feels just right.
During the media drive program, a group of ten automotive journalists was treated to experiencing the new NSX in both real-world driving scenarios as well as in high-speed race track laps, and launch control demonstrations.
The day began with each journalist donning a helmet and rolling out of pit lane and onto the 1.8-mile, 9 turn course at the exclusive Thermal Club’s West Palm track about 30 minutes out of Palm Springs. Each journalist rotating through 3 cars similarly equipped for 4 laps each in a lead/follow format following none other than noted IndyCar racer Graham Rahal at increasing rates of speed and ultimately reaching a top track speed on the long back straight in excess of 130 mph. The track cars were Venetian Red metallic, Casino White Pearl and Nouvelle Blue metallic, each with a base price of $156,000, and each was outfitted with the carbon ceramic brake system, carbon fiber exterior sport package, carbon fiber roof, carbon fiber engine cover, carbon fiber interior sport package, Acura ELS Studio Audio & Technology Package with Sirius /XM, colored Brembo brake calipers, semi-aniline leather and Alcantara power sport seats, ultra premium “Andaro” paint process and destination charge, bringing the final total before sales tax and license to $200,700.
SUMMARY: The 2017 Acura NSX is performance that is precision crafted. It is incredibly smooth and wickedly fast. Every step of the way, the new NSX does everything that a supercar should, and does everything exceptionally well. On the track, the engineers that developed and perfected the final product served as ride-along instructors with each lap. I was 1 of the 1st out on the track, with Jason Widmer, Principal Engineer and Complete Vehicle Performance Leader riding shotgun; my next ride along companion was Nick Robinson, Lead Engineer, Vehicle Dynamics, followed by pro race driver and instructor Ryan Lewis. Jared Cox, Lead Engineer, Structure and Sound later supervised the Launch Control exercises.
Forward visibility is outstanding thanks to the super thin “A” pillar design while the rear side view is somewhat limited by the large flying “C” pillar. I discovered that the visors are minimally useful depending upon one’s height. Ingress and egress are much easier than with most other supercars. There’s plenty of headroom for those up to 6’5”, even with a helmet on, which can pose some difficulty when entering and exiting the vehicle.
The NSX expands the range of available driving experiences with its Integrated Dynamics System, whose 11 systems provide uniquely tuned experiences for each driving scenario, controlled through a circular knob in the center stack. The left 2 positions are Quiet and Sport, while the right 2 positions are Sport + and Track, which are all pretty self-explanatory. Sport+ provided the most enjoyment for challenging twisty roads, with the Track setting optimizing elevated performance level capabilities. The individual settings also deliver a wide range of tunable sound levels, with a 25dB range between Quiet and Track modes.
Pressing the center button of the IDS dial once places the 9DCT in automatic operation, while pressing it twice enters into manual mode, with control achieved via the wheel-mounted paddle shifters. Even in the automatic mode, it is possible to dive further toward a turn at full speed before braking, and it is possible to apply heavy throttle even before exiting the turn, going almost immediately to full throttle. Overcooking a corner, 1 can feel the car twitch, but it immediately recovers thanks to the AWD system. Braking is phenomenal with the ElectroServo System’s 6-piston Brembo calipers clamping onto the 14.5-inch front ceramic rotors, combined with regenerative braking, and with no indication of fade after hard use. Minimal oversteer may be encountered during trail braking, but again, the AWD comes to the rescue.
Handling is awesome and you can forget about shuffling hands about on the wheel, as turns are conquered simply by turning with hands in a fixed position. The ride quality is most forgiving with the coilover magnetorheological dampers at each corner – railroad track crossings and bumps in the road are barely noticeable.
The Launch control is the smoothest I’ve encountered to date, with any complicated process or settings to fiddle with. Simply set the IDS to D1, fully depress the brake pedal, mash the accelerator pedal to the floor, and when the IP signal displays the launch ready prompt, release the brake. Keeping the throttle nailed, the NSX takes off like a rocket with no tire slip, ripping down the track while shifting gears at expressly the right moment along the e-ticket ride. There’s no sensation of strain on the running gear, and in fact, the process can be repeated over and over again with no ill effects.
In the final analysis, the Acura team has positively nailed it, for what may well be the perfect supercar, and even at the fully loaded price north of $200,000. I predict an early depletion of the planned production supply. Only 800 are currently slated for the U.S. market, with another 800 for the remaining global market. Jay Leno and Jerry Seinfeld have already placed their orders, so if you want 1, don’t wait too long. The revolutionary 2017 Acura NSX truly delivers the “new sport” experience. All other supercars beware.
On the TFLcar scale of:
Buy it!
Lease it!
Rent it!
… or Forget it!
Lease it!
Rent it!
… or Forget it!
I give the 2017 ACURA a ‘Buy It!‘. If you can afford it, if not, stealing 1 might be an option. It’s an incredible sport hybrid supercar that handles and rides with exceptional precision in virtually any scenario.
PHP:
2017 ACURA NSX SPECIFICATIONS:Base price $156,000Price as tested $200,700Powertrain Sport Hybrid SH-AWD Power UnitEngine 3.5L twin-turbocharged DOHC 24-valve V6
Power
500 @ 6,500-7,500 rpm
Torque
406 @ 2,000 – 6,000 rpmDirect Drive Motor Permanent magnet water-cooled electric motor/generator
Power
47 hp @ 3,000 rpm
Torque
109 lb-ft @ 500 – 2,000 rpmTwin Motor Unit (TMU) Permanent magnet, oil-cooled electric motor/generator – independent twin motors in a single package
Horsepower
36 + 36 @ 4,000 rpm
Torque
54 + 54 lb-ft @ 0 – 2,000 rpmTransmission 9-speed DCT transmissionDrivetrain layout Mid-mounted V6 w/Direct Drive Motor / front-mounted TMU / AWDTotal system output 573 hp, 476 lb-ft torqueCurb weight 3,803 lbs (without options)Acceleration 0-60 mph 3.4 sec (manufacturer estimate)EPA-estimated fuel economy 20/22/21 mpg (city/hwy/combined)Combined range (gas-electric) Approximately 400 miles
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^^ Interesting .. I think this is the first time that any reviewer has said "Pitched into the tight exit from the pits the steering is fast, light and direct". Maybe they've tuned some of the previously reported numbness out. On the downside, there's also some mention that the e-brakes on the track might not be as seamless reported in earilier reviews. Overall, a quite positive and seemingly balanced review.
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The low road speed "harshness" is something new as well. The wife has the 2015 Australian Accord V6L and the initial bump compliance form the dampers is pathetic for a car with L for Luxury in the name plate! I would have hoped that with such an expensive model as the NSX they could have got the damper valving just right?
On the positives, it's interesting they "feel" it's a match for the other exotic cars mentioned. Should be very interesting when they finally get to do actual comparisons.
- - - Updated - - -
Another review I accidentally came across [I'm obviously spending too much time surfing!]
https://www.carthrottle.com/post/honda-nsx-review-the-spectacularly-geeky-supercar-i-d-have-over-an-r8/
On the positives, it's interesting they "feel" it's a match for the other exotic cars mentioned. Should be very interesting when they finally get to do actual comparisons.
- - - Updated - - -
Another review I accidentally came across [I'm obviously spending too much time surfing!]
https://www.carthrottle.com/post/honda-nsx-review-the-spectacularly-geeky-supercar-i-d-have-over-an-r8/
The Poms are getting into it.
From Motorsport Magazine [the only one I still buy].
http://www.motorsportmagazine.com/opinion/road-cars/new-honda-nsx
And their 1991 test of the original.
http://www.motorsportmagazine.com/archive/article/november-1991/50/road-test-honda-nsx
From Motorsport Magazine [the only one I still buy].
http://www.motorsportmagazine.com/opinion/road-cars/new-honda-nsx
And their 1991 test of the original.
http://www.motorsportmagazine.com/archive/article/november-1991/50/road-test-honda-nsx
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Christian Science Monitor's review
http://www.csmonitor.com/Business/I...percar-review-a-Ferrari-minus-the-badge-video
http://www.csmonitor.com/Business/I...percar-review-a-Ferrari-minus-the-badge-video
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Leno discussing his car with an Acura engineer
http://acuraconnected.com/2016/07/21/video-2017-acura-nsx-owner-impressions-with-jay-leno/
I was told that the Pirelli Trofeo R is the only optional tire Acura has validated on the car. The Michelins still need some more evaluation per Acura
http://acuraconnected.com/2016/07/21/video-2017-acura-nsx-owner-impressions-with-jay-leno/
I was told that the Pirelli Trofeo R is the only optional tire Acura has validated on the car. The Michelins still need some more evaluation per Acura
Commentary from a man who never turns a wrench. Not worthy in my opinion. Just a rich person who drives a lot of vehicles.
Not necessarily!
I've owned/built a couple of race prepped Civics, that have won championships and set lap records, but I don't do the "wrenching" [although I do do a lot of the hand wringing!]. Does that make my opinion on those race cars unworthy??
Whether you are turning the wrench or not, you're still paying for the parts and the time you dedicate in wrenching versus being at work at whatever you do for a living...
These late reviews seem to be pretty positive. Most calling the revolution/innovation to be much further than the first NSX...
These late reviews seem to be pretty positive. Most calling the revolution/innovation to be much further than the first NSX...
Yeah, I just don't care for Leno. Plain and simple.
fastaussie
Suspended
the best drivers in the world don't turn wrenches mate.
and secondly, he is a man who owns and drives a lot of vehicles, if not every damn one ever made. which makes him perfectly suited to have an opinion on any of them.
he's also a supremely cool bloke, a mate of mine, and a huge fan of the original NSX (and virtually all automobiles)...
p.s. i don't touch tools of any kind either. never will, it isn't my thing.
Hey Fastaussie, I wish not to turn this thread and derail it. Therefore,I will just say that my response was very one sided without consideration. I am sure Leno is a very cool guy to hang with. I just do not prefer his comedy or how he got rich.
So, to all you guys who do not turn wrenches, I am sorry for my statement. Carry on please!
Lets move on.
fastaussie
Suspended
i don't mind if you like Leno or not, for whatever reasons you may or may not have. you haven't offended me at all.
my point is simply that he's very qualified to have an opinion on just about any car ever made, because he has most likely driven every car ever made. including the old and new NSX...
my point is simply that he's very qualified to have an opinion on just about any car ever made, because he has most likely driven every car ever made. including the old and new NSX...
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A very smiley faced review from cnet
http://www.cnet.com/roadshow/videos/hardcore-comes-standard-on-the-bmw-m4-gts/
http://www.cnet.com/roadshow/videos/hardcore-comes-standard-on-the-bmw-m4-gts/
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