Autor Subiect: Buletinul oficial HONDA  (Citit de 55258 ori)

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Re: Buletinul oficial HONDA
« Răspuns #60 : Iulie 03, 2016, 06:23:08 a.m. »
Sport Hybrid systems

 

The Sport Hybrid system is a suite of highly advanced components at the centre of the hybrid-based systems of the power unit. Each of its components is engineered to minimise both weight and size in order to reduce overall vehicle mass, and carefully packaged within the NSX to lower and centre the mass of the vehicle. Collectively, the Sport Hybrid system includes the Twin Motor Unit (TMU), Direct Drive Motor, Power Drive Unit (PDU), and Intelligent Power Unit (IPU).

 

Twin Motor Unit (TMU)

The new NSX’s instant and linear acceleration coupled with outstanding dynamic capability is enabled in part by its front-mounted Twin Motor Unit (TMU). Designed to be as small and lightweight as possible while delivering ample torque and power, as well as precise torque vectoring to the front wheels, the TMU is a unique and highly efficient solution. The TMU provides supplemental power in conjunction with the twin-turbocharged V6 engine for instantaneous acceleration and provides true torque vectoring at any vehicle speed to enhance the NSX’s dynamic excellence.

 

In addition to instant torque, the TMU offers all-wheel drive (AWD) capability, allowing direct and immediate acceleration with a heightened sense of the associated G forces. Further, the TMU can dynamically apportion its torque to create a yaw moment, enhancing cornering performance. The TMU recovers braking energy during deceleration to supply power to the hybrid batteries.

 

Inside a die-cast aluminium housing, two 37 PS electric motors are positioned back-to-back. Each motor powers a single front wheel and can also apply negative torque to the same wheel. A gear mechanism allows the motors to decouple and still provide on-demand torque vectoring, helping to improve efficiency in certain conditions. To achieve these functions, the TMU uses a double pinion planetary deceleration mechanism, a separation mechanism and an oil pressure control system.

 

In order to achieve maximum acceleration from a standstill, and to meet Honda’s target of instant response, the TMU and Direct Drive Motor provide the initial accelerative force during acceleration from a standstill. After the first 0.15 seconds and 0.1 G from initial acceleration, the high horsepower and torque from the twin-turbocharged V6 engine becomes the primary acceleration force, supported by power from the Direct Drive Motor.

 

The TMU is also a key motive force for driving in the Quiet mode setting of the Integrated Dynamics System (IDS), allowing for hushed vehicle operation by powering the NSX electrically for short distances.

 

Direct Drive Motor

The Direct Drive Motor, packaged between the twin-turbocharged V6 engine and the 9DCT, is an ideal packaging solution of an electric traction motor to provide additional torque and power assist to the rear wheels.

 

In order to help eliminate the response delay typically associated with turbocharged engines, the Direct Drive Motor acts directly on the engine’s crankshaft which, together with the TMU, supports the NSX in achieving immediate, high-output, high-torque acceleration performance. The effectiveness of this design is particularly noticeable in everyday driving when accelerating from rest and at low engine speeds. Additionally, the Direct Drive Motor operates as a generator to help charge the hybrid batteries, while also acting as the engine starter.

 

The Direct Drive Motor features a liquid cooling passage that provides ample cooling and heat dissipation even when the system is being worked hard, such as during circuit driving.

 

Intelligent Power Unit

Neatly packaged in the cabin, just in front of the rear firewall, the Intelligent Power Unit (IPU) acts as the primary hub of the E-Drive system. The IPU integrates the lithium-ion battery pack, junction board, a high-voltage distribution bus bar, 12V DC/DC converter, electric motor/ECU, lithium-ion battery ECU and the ECU for the TMU.

 

As a result of integrating a next-generation lithium-ion battery pack and a caseless structure for key IPU components, the NSX’s IPU system is 35 percent smaller and 30 percent lighter than a similar IPU.

 

When driving in Sport, Sport+ and Track modes, the NSX’s air conditioning system is used for supplemental cooling of the IPU for optimal efficiency and performance. During development, the system was tested extensively in the desert heat of Dubai in order to ensure its proper function in extreme ambient temperatures.

 

Lithium-ion battery pack

Packaged within the IPU is the lithium-ion battery pack which stores the electrical energy to power the TMU and Direct Drive Motor.

 

The high-output lithium-ion battery pack consists of four modules, each with 18 individual battery cells (72 cells in total) contained within a specially designed caseless structure that utilises the vehicle body itself for a lightweight yet sturdy housing.

 

Incorporating the latest advancements in lithium-ion battery technology for automotive applications, both the positive and negative electrodes have been optimised for increased energy and efficiency. The battery pack is also the lightest and smallest to be engineered into any Honda vehicle. When compared to other Honda hybrid units, the NSX battery pack’s power density (stored energy per kilogram) has been increased by 10 percent, while energy density has been raised by 15 percent.

 

Power output and efficiency of battery operation have been further improved by implementing a co-operative cooling system, fed by fresh cool air channelled into the passenger compartment via the air conditioning system. Cool air from within the cabin circulates through ducting to cool both the lithium-ion batteries as well as the DC/DC converter.

 

Power Drive Unit

The Power Drive Unit (PDU) dictates the power management strategy of the Sport Hybrid SH-AWD system, including motor power and battery recharge. The PDU also incorporates three separate converters (converting direct current to alternating current) for use by the power unit’s three electric motors: the twin motors of the front-mounted TMU and the Direct Drive Motor. This compact ‘three-into-one’ PDU design is critical to the system’s compact packaging and the ability to mount it centrally in the vehicle, in the centre tunnel beneath the centre console.

 

 

4. Innovative new multi-material body with world-first material applications and construction processes allows lighter weight with increased strength

 

    Multi-material body produces best-in-class rigidity
    Chassis rigidity supports instant response concept
    Innovative metal technologies contribute to light weight and rigidity

 

Honda’s engineers took a bold and challenging new direction to unlock the full potential of the NSX’s Sport Hybrid SH-AWD powertrain and fulfil the high targets set for its total dynamic performance. The resulting clean-sheet, multi-material approach breaks new ground in the automotive realm – with new materials, new construction methods and new thinking in supercar body design.

 

By starting from scratch, Honda’s engineers were able to choose the optimal material application and construction methodology for each area of the body, targeting both low mass and ultimate rigidity while also satisfying other critical design objectives. Accordingly, superior outward visibility, class-leading crash safety performance and world-class quality and durability befitting a next-generation Honda supercar were all accomplished.

 

The multi-material body, with its aluminium intensive spaceframe, is designed to achieve structural rigidity far superior to its best-in-class competitors. This high level of dynamic rigidity provides a crucial foundation for the NSX’s instantaneous responses. Accordingly, drivers will feel their inputs directly translated to the car’s actions with incredible speed and fidelity, while simultaneously allowing the maximum potential of the Sport Hybrid SH-AWD system to be realised – the essence of the New Sports eXperience.

 

“The challenge for Honda’s engineers was to create a body with a high level of rigidity to be able to transmit the full feeling of this powertrain directly to the driver without delay,” said Shawn Tarr, chief engineer for the NSX body development. “While the all aluminium unibody of the original NSX was ahead of its time, we would need to look to world-first technology in order to achieve this new level of rigidity.”

 

The body construction – performed entirely at Honda’s Performance Manufacturing Centre (PMC) using domestic US and globally sourced parts – is undertaken with innovative new techniques and technologies, and with a commitment to quality unmatched in the supercar realm. MIG welding of the aluminium-intensive spaceframe, for example, is performed entirely by high-precision robots, with all welds and body components undergoing a detailed inspection by highly skilled PMC weld technicians. Building the spaceframe to such a high quality and accuracy eliminates the post-construction machining activity that is common in low-volume vehicle manufacturing. This commitment to next-generation quality through the optimum blend of machine precision and human craftsmanship is apparent in every aspect of the body construction, finishing, painting and assembly, and is clearly identifiable in the final product.

 

Multi-material body and spaceframe

The multi-material body, with its aluminium-intensive spaceframe, offered Honda’s engineers the best structural rigidity and lowest platform weight with superior packaging for the power unit. NVH is also greatly minimised by the NSX’s global rigidity benchmarks – two times static and three times the dynamic level of torsional rigidity demonstrated by the next highest competing vehicle evaluated by Honda’s engineers.

 

Highly rigid and reinforced extruded aluminium beams comprise the majority of the spaceframe and are utilised for the front and rear frame rails and cross members, front and rear bulkhead frame members, floor cross members and side rails. A number of these aluminium extrusions are filled with acoustic spray foam to further aid noise attenuation, which is used in 38 different locations.

 

Cast aluminium nodes serve as joining points for the extruded aluminium frame members, as well as ultra-rigid mounting points for the front and rear suspension systems and the rear Sport Hybrid Power Unit. These nodes are either gravity die cast or – in front and rear crush zones – formed using advanced new ablation casting technology, a world’s first automotive application (see below for additional detail).

 

In another world’s first, the upper portion of the A-pillars and roof rails, which comprise one continuous section, are formed using three-dimensionally bent and quenched ultra-high strength steel tubing. This new metal forming process allows enhanced styling and outward visibility while providing high roof-crush strength (see below for additional detail).

 

Aluminium stampings are utilised as lightweight closure panels for the rear floor, rear bulkhead and B-pillars. The front floor panels are constructed from carbon fibre for strength and low weight.

 

Ablation cast nodes

One of the most difficult design challenges was minimising the front and rear overhangs while managing collision energy absorption in key areas, for crash safety performance and maintaining optimal structural rigidity. Honda’s engineers developed an innovative new technology called ablation casting – an all-new material application and a world’s first application in the automobile industry – to solve these complex and competing design imperatives. Ablation casting was matured from a fundamental research theme to production vehicle application within the development cycle of the new NSX – a major design, engineering and manufacturing achievement.

 

Jointly developed with specialist company Alotech, ablation casting is utilised in the creation of six joining members, or nodes – two upper and two lower nodes in the front frame, and two nodes in the rear frame. These nodes also serve as ultra-rigid mounting points for both the front and rear suspensions and for the Rear Power Unit. The front upper nodes are designed to absorb and dissipate energy in a frontal collision. The two ablation cast nodes in the spaceframe at the rear of the vehicle are designed for high strength to mitigate forward movement of the power unit in the event of a severe rear collision.

 

Ablation casting involves the rapid cooling of a sand-cast aluminium component via the precise application of water jets, which ablate the sand mould while cooling the part. This process allows for the fine-tuning of both the cast part’s shape and its material properties while minimising weight with hollow forms and optimised wall thicknesses. Unlike traditional castings, the high-strength and ductile properties of the aluminium ablation cast members allow these sections of the spaceframe to progressively crush. The frame nodes at the front are designed to withstand 155 kN of load, while those at the rear are designed to withstand up to 210 kN of load.

 

The ablation cast nodes are produced at Honda’s Anna, Ohio engine plant, where the twin-turbocharged V6 engine is also assembled. The Anna Engine Plant is the only automotive production facility in the world utilising ablation casting technology.

 

3D bent and quenched ultra-high strength A-pillar

The original NSX was known for its outstanding forward visibility, giving drivers a feeling of being connected to the road, and this design attribute was considered essential to preserving a core characteristic of the NSX driving experience. New advancements in forming ultra-high strength steel parts provided the ideal solution for the next-generation A-pillars, meeting Honda’s engineers’ goals for safety performance while maximising forward visibility.

 

The A-pillars have been precisely crafted using an all-new, three-dimensional forming and tempering process that allows for a complex part shape with ultra-high tensile strength. This ‘3D bent and quenched’ component is heated and then shaped in three dimensions by an articulating robotic arm, after which the part is cooled and tempered – or quenched – using water jets to achieve an ultra-high tensile strength of 1,500 megapascals. This process enables a very thin cross-section with precise shape specification and tolerances, while also meeting the increased structural rigidity standards for roof-crush performance. Utilisation of this process reduced the width of the A-pillar – at just 89 mm (3.5 inches) in width – by 25 mm (one inch) compared to a conventional construction process. The view is a full 36 per cent less obstructed than the next-best supercar evaluated by Honda’s engineers, and even better than the original NSX.

 

The component then receives an electro-deposited coating before being joined to the stamped steel structure at the base of the A-pillars, to prevent galvanic corrosion.
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Re: Buletinul oficial HONDA
« Răspuns #61 : Iulie 03, 2016, 06:23:40 a.m. »
Carbon fibre core floor

When evaluating material composition and placement throughout the body, Honda’s engineers determined that the carbon fibre core would serve as the ideal material for the driver and passenger floor section. In addition to its light weight, this material is strong enough to handle the loads of passenger and driver placed on the floor during vehicle ingress and egress. Aluminium sheeting would have required additional cross-member frame support beneath it, which would have in turn added additional weight.

 

Spaceframe construction

A number of advanced technologies and techniques are used in the construction of the spaceframe, which is conducted entirely in-house at the company’s new Performance Manufacturing Centre in Marysville, Ohio. Honda’s engineers were determined to maintain in-house control of the complete body construction process, to ensure the highest levels of quality and performance for Honda customers.

 

Through the implementation of strict manufacturing processes and quality controls, the dimensional accuracy of the multi-material body is maintained at a very high level throughout the construction process, eliminating the need for post-process machining. This is a unique manufacturing system and a great point of pride for Honda, allowing the team to achieve quality and accuracy levels superior to its competitors.

 

Metal inert gas welding

Metal Inert Gas (MIG) welding is utilised for the majority of the aluminium spaceframe construction. The spaceframe contains more than 860 MIG weld points, where more than 112 feet (34 metres) of MIG wire is applied. Most welding is done by fully automated robotic weld arms, which offer exceptional precision and control. Robotic MIG welding is utilised to aid accuracy and repeatability for superior quality.

 

Construction is conducted in a series of four stations for the underbody section of the spaceframe, where highly skilled weld technicians work in tandem with automated robotic weld machines to ensure the highest quality parts. Specialised picture frame-style fixtures, developed in-house, are used to hold the component pieces, allowing for more precise control of the weld process and dimensional accuracy of the part. Four of these fixtures are able to rotate 360-degrees to improve the access of robotic weld arms to the part and to allow for full datum referencing (highly accurate measurements between lines on a three-dimensional X, Y and Z axis) of the part.

 

Strategic sequencing of the numerous weld processes reduces the potential for parts deformation from heat build-up, a common challenge in the welding of aluminium components. The quality of welds and dimensional accuracy of the part are confirmed at each station by technicians through visual inspection.

 

The floor and upper components of the spaceframe are then joined by large, fully robotic general welders, which also utilise rotating trunnion-type fixtures with 360-degree movement. Twin robotic weld arms are able to conduct welding processes simultaneously to aid in both manufacturing efficiency and in the uniform distribution of heat, reducing the potential for part deformation.

 

Additional joining technology

Additional body joining technologies including self-piercing rivets (SPR), flow-drill screws (FDS), and roller hemming, were each chosen for their specific and unique qualities within a given element of the overall spaceframe construction.

 

SPR allow for the joining of two or more layers of material without having to pre-drill or punch a hole, and are ideal for joining sheet materials while providing an exceptionally watertight joint. The spaceframe contains more than 345 self-piercing rivets.

 

FDS are used in the place of a nut-and-bolt application in numerous areas of the spaceframe, reducing both weight and parts complexity. FDS are also particularly well suited to areas of the body where one side of the part is inaccessible by conventional tools, such as in an extruded component. More than 245 flow-drill screws are applied to the spaceframe.

 

Roller hemming joins two pieces of sheet metal by creating a sharp-angle bend, allowing the metal to be folded back over itself, creating a strong and tight joint with a clean and finished edge. There is nearly 18 metres (60 feet) of roller hemming edge on the spaceframe.

 

Spaceframe advanced conversion coating

Prior to final assembly – where the spaceframe is fitted with the suspension, powertrain, electrical, interior and other componentry – the fully constructed spaceframe undergoes an advanced conversion coating process using a zirconium pre-treatment and an e-coat process as an additional barrier to galvanic corrosion while maintaining a low environmental impact.

 

The use of zirconium, a Honda first, eliminates more than 90 per cent of the waste by-product that results from the use of more conventional zinc-phosphate material. This by-product, which contains heavy metals, must be disposed of in landfills, creating a significant waste stream. The use of a zirconium conversion coating is part of the effort to create a manufacturing process with a low environmental impact, consistent with the ideal of a next-generation hybrid supercar.

 

Body repair and serviceability

To assist in the ease and cost of collision repair, as well as to protect to a high degree the dimensional accuracy and integrity of the spaceframe during a collision repair, the NSX development team worked closely with Honda’s service engineers to implement an overall modular construction concept: Spaceframe components can be purchased and replaced individually or as pre-assembled modular replacement sections. For example, there are ‘light-collision’ and ‘medium-collision’ replacement sections for both the front and rear sections of the vehicle, which are designed to minimise the amount of welding activity required.

 

For extensive servicing of the powertrain (engine, rear motor and transaxle), the team designed a modular rear section – once the rear fascia panel is removed, the entire boot section of the vehicle can be removed as a single unit to permit easy and unrestricted access to the mid-mounted V6 engine.

 

Exterior body construction

The multi-material body design concept extends throughout the entire body construction. Honda’s engineers took advantage of each material’s unique characteristics to create exterior body panels of the highest finish quality – by employing sheet moulding composite (SMC), aluminium stampings and high temperature-resistant plastic in key locations of the body – while also minimising vehicle mass, optimising weight distribution and centre of gravity; and ensuring outstanding longevity and durability.

 

Composite panels

SMC is high-grade specialty glass-fibre reinforced polyester which is used extensively in the construction of high-end, luxury cars in key exterior componentry – its shape formed while heated under pressure within a compression moulding. By utilising special resins as well as high-strength fibre composite matting, Honda’s engineers have developed SMC material for specific applications on the vehicle’s exterior.

 

Specially engineered SMC material, for light weight and durability with high surface quality, has been created for use in the fender sections at all four corners. Designed to possess high structural rigidity, this unique SMC panelling makes an important contribution to optimising the overall centre of gravity by minimising weight at all four corners. The rear boot skin is also made of lightweight SMC, with structural support provided by a stamped aluminium inner frame structure.

 

A special, high temperature-resistant plastic is used in the small body panel sections just below the floating C-pillars – forward of the rear fenders – due to the body panels’ close proximity to the turbo intercoolers.

 

A rigid, structural SMC material has been developed for use for the boot’s internal structure. This highly rigid construction allows the trunk structure to serve as a mounting point for the rear fenders and rear bumper for optimal accuracy and precise fit. An added benefit of the boot compartment design is that it allows for easy removal when the vehicle is brought into a Honda dealer for service. After removing the rear fascia, the entire boot structure can be removed for easy access to the engine. This design also allows for easy replacement of the rear section should the NSX be involved in a rear-end collision.

 

Aluminium panels

The door skins are made of sheet hydro-formed aluminium. Sheet hydroforming is the ideal means to shape the one-piece aluminium panels that make up each door, as the process supports the construction of complex shapes that cannot be formed by conventional stamping techniques. Moreover, the aluminium door skins can be relatively thin and light as they are naturally supported by the inner door structure.

 

The hood, roof panel, engine compartment and boot frame are composed of high-grade stamped aluminium. Like the other composite materials utilised in the exterior, the use of aluminium in these areas offers reduced weight with excellent structural rigidity.

 

Body panel fitment

Nearing the final step in the vehicle assembly process at the Performance Manufacturing Centre, the exterior body panels are attached to the vehicle’s spaceframe, starting with the roof, then the doors and so on, working from the top down. This process, along with the high degree of dimensional accuracy for the underlying spaceframe, allows for extremely fine adjustment of panels to achieve consistent and symmetrical panel gaps.

 

5. Human-centred cabin places an uncompromising focus on the driver

 

    Optimised cockpit design supports the driver through outstanding comfort, ergonomics and visibility
    Sound modulation technologies deliver a tuneable cabin sound experience
    Integrated Dynamics System presents four driving modes to personalise the experience
    Simple sports interface provides intuitive and stress-free operation and functionality
    Cutting-edge suite of audio and connectivity technologies
    Advanced active and passive safety features

 

A complementary and essential component of the New Sports eXperience is the driver-centred interior, where every element – materials, shapes, technology and layout – is optimised to enhance the driving experience. Exceptional ergonomics, a hallmark of the original NSX, have been advanced in the next-generation NSX. Moreover, as the pinnacle of Honda’s craftsmanship, the NSX is designed to provide exceptional comfort, outstanding quality and advanced and intuitive technologies, all presented in a clean and modern aesthetic.

 

From its minimalistic yet contemporary design to its artfully sculpted and ergonomic seats that are enhanced with supportive yet comfortable bolstering as well as high-grade materials, the interior is centred around the occupants and enhances the driver and passenger experience. Strategically placed console and door padding further elevates the level of driver and passenger lateral support.

 

“The interior of the all-new NSX is highlighted by what we call ‘Interwoven Dynamic’ design,” said Michael Cao, Interior Project Leader. “It combines the best attributes of intuitive, easy-to-use functionality and superior ergonomics with a clean and modern design aesthetic worthy of a next-generation supercar. It’s the ultimate testimony to the beautiful simplicity of form following function.”

 

Materials such as leather and Alcantara® were carefully selected for the ideal combination of craftsmanship and dynamic driving support. Critical areas of driver contact are appropriately padded to enhance driving support, particularly helpful in spirited driving. The driver’s instrument cluster and centre console have been designed to enhance the driving experience with intuitive layout and simple operation, creating a “simple sports interface” for the driver.

 

The next-generation NSX interior also supports the idea of a customisable driving experience, employing three advanced sound modulation technologies – Active Sound Control, Intake Sound Control and Active Exhaust Valve – that work in conjunction with the NSX’s Integrated Dynamics System to deliver a tuneable cabin sound experience that reflects driver preference and the driving environment.

 

Visibility

Continuing the philosophy of the original NSX, Honda’s engineers utilised new technologies to ensure optimum visibility for the driver. The all-new NSX employs a new technology – three-dimensionally-bent and quenched ultra-high tensile strength steel – to create highly rigid yet very thin A-pillars that provide exceptional strength and roof-crush protection while presenting occupants with a comprehensive view of the road ahead. The new A-pillars are even thinner than those on the original NSX.

 

In addition to the tremendous degree of visibility offered by the streamlined A-pillar construction, the NSX’s interior ergonomics design team minimised the height of the instrument panel and instrument binnacle for enhanced forward visibility.

 

Interior illumination

The driver’s gauge cluster and Display Audio touchscreen, on the upper portion of the centre console, illuminate upon vehicle entry and progressively brighten to full strength with the start of the power unit. The display screen of the instrument binnacle presents a rich and brightly coloured typeface with information that is easy to read against a black background.

 

Additional interior lighting includes blue-tinted LED lighting for the foot wells and centre console and twin LED map lights located in the overhead console.

 
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Re: Buletinul oficial HONDA
« Răspuns #62 : Iulie 03, 2016, 06:24:14 a.m. »
Sport seats

Superbly supportive for higher speed driving on the road or track, while offering everyday comfort, the NSX sport seats were developed with exemplary ergonomics.

 

In order to maximise driver support and comfort, the four-way manually adjustable driver and passenger seats include tall bolsters with integrated support structures for improved lateral hold, as well as an appropriate balance of ingress and egress and freedom of shoulder movement. The Alcantara centre panels in the seat bottom and seatback enhance lateral grip, while the leather outer surfaces improve ease of ingress and egress.

 

The seat base structure is composed of stamped aluminium for reduced weight. Both the seat and seatback are of sturdy construction to hold the driver and passenger in place, and for improved longevity and safety considerations. The headrest is designed to accommodate a helmet for track outings.

 

To facilitate ease of ingress and egress, the optional electrically-powered driver’s seat automatically moves rearward when the ignition is turned off.

 

Steering wheel

As a primary touch point for the dynamic driving experience, the NSX’s steering wheel has been painstakingly designed to provide a seamless connection between the car and driver, providing superior grip, comfort and control.

 

The interior frame of the steering wheel is composed of magnesium for strength and low mass, while the leather wrapped outer surface is crafted to be entirely seamless. Ergonomically designed shapes provide optimum grip, control and comfort – the wheel shape optimally supports both nine and three o’clock and ten and two o’clock hand positions, complemented by extended-length paddle shifters. A flattened top section offers improved forward visibility and a flattened bottom section enhances driver leg space, while a manual tilt steering column allows for further driver comfort.

 

Steering wheel-mounted controls put critical features and functions at the driver’s fingertips. On the left side are the audio volume wheel and source selection button as well as phone controls; to the right are the Multi-Information Display (MID) controls and cruise control functions.

 

Intake Sound Control and Active Exhaust Valve

The NSX features a new Intake Sound Control (ISC) system and Active Exhaust Valve (AEV) system to create a customisable auditory experience both inside and outside the vehicle.

 

ISC utilises a pipe – connected directly to the engine’s intake manifold with an electrically operated butterfly valve controlled by the Integrated Dynamics System setting – and a diaphragm that translates high pressure air from the manifold into lower-pressure sound waves. On the other side of the diaphragm, the single pipe then splits into two pipes that transmit sound to twin outlets in the rear uppermost portions of the cabin. Sound transmission and effect are varied according to the four driving modes of the Integrated Dynamics System (Quiet, Sport, Sport+ and Track) – with a high 25 decibels sound pressure level range between Quiet and Track modes.

 

The AEV system modulates the exhaust note through the use of dual exhaust paths and electrically actuated valve control. Although the exhaust sound is not directly fed to the interior, AEV modifies the engine exhaust note in accordance with the four IDS modes and operates as a complimentary component of the NSX’s customisable auditory experience. The AEV opens all the way at higher engine speeds or under heavy throttle in Sport, Sport+ and Track modes.

 

Active Sound Control

Active Sound Control (ASC) is utilised to tune the quality and level of cabin sound precisely through dual overhead microphones, an electronic processor, and the audio system's speakers. ASC operates whenever the engine is running, even if the audio system is turned off.

 

Working together, ASC and ISC improve the engine sound quality by making the sound pressure level more linear as the engine revs increase, helping smooth out the engine sound by creating a same-phase or reverse-phase sound signal as needed and sending it to the speakers.

 

ASC is part of the NSX’s Integrated Dynamics System (IDS). When the IDS is in Quiet mode, the ASC system is tuned for a smooth, unobtrusive engine sound. When the IDS is switched to Sport, Sport+ or Track modes, the NSX’s engine sound takes on a more aggressive note.

 

Instrument panel and centre console

The NSX instrument panel utilises contemporary styling, free flowing curves, authentic refined materials and surface textures to present the easy-to-use and ergonomically designed systems that make up the simple sports interface. The aim is for the driver instrumentation and centre console to offer intuitive and stress-free operation and functionality.

 

Visually, a clean and minimalist design is presented across the entire instrument panel. Uncluttered with easy access to controls for all primary systems, including the 7.0-inch Honda CONNECT touchscreen, both the instrument panel and centre console feature hand-crafted materials. Selected materials include genuine leather for the instrument panel, Alcantara across the top of the driver’s gauge binnacle, with additional Alcantara trimming for the centre console and glovebox. Furthermore, the critical surface of the centre console and doors that envelope the driver and passenger have been specified with additional padding for optimal knee and elbow comfort and support.

 

Dynamic Thin-Film Transistor (TFT) gauge cluster

Front and centre of the instrument panel is an 8.0-inch Dynamic Thin-Film Transistor (TFT) display, which is overlaid with a digitally represented analogue tachometer dial. Within the tachometer is the digital speedometer readout and full-colour Multi-Information Display (MID). The central TFT display is flanked by digital gauges displaying the Sport Hybrid SH-AWD system motors’ state of charge or assist (to the left) and battery state of charge (to the right), with an analogue engine coolant temperature gauge on the left and fuel gauge to the right.

 

The display is linked to the Integrated Dynamics System to provide a visual compliment to the customisable dynamic and auditory elements of the driving experience. In Quiet mode, the display glows a cool blue. In Sport mode, the display takes on a grey hue with red highlights. In Sport+ and Track modes, the tachometer adopts a yellow hue with red highlights and the tachometer rotates to place the lower and upper limits of the tachometer at the six o’clock and three o’clock positions, respectively.

 

As engine speed increases when driving, the outer ring of the tachometer will flash red once the engine speed exceeds 7,000 rpm to alert the driver to the approaching 7,500 rpm redline. Also, when a new Integrated Dynamics System mode is selected, the MID displays a graphic representation of Integrated Dynamics System component systems – powertrain, SH-AWD, VSA, suspension and steering.

 

Multi-Information Display

The customisable Multi-Information Display (MID) displays a wide variety of information, controlled by a thumb dial on the right side of the steering wheel. The MID also displays alerts for upcoming maintenance needs. Should a fault occur, specific warning information will appear on the MID. MID information categories include:

 

• Integrated Dynamics System mode

• Elapsed time

• Average speed

• Average fuel economy

• Instant fuel economy

• Estimated fuel range

• Maintenance

• Tyre pressure monitoring system (TPMS)

• Turn-by-turn navigation (where specified)

• Turn-by-turn navigation for integrated Apple CarPlay® and Android Auto™

 

The TFT gauge cluster relays important information to the driver relating to the current state of transmission operation in a clear and concise graphical format, depending on the transmission’s mode of operation. ‘Auto’ signifies that the car is currently in automatic mode, while ‘D-Paddle’ signals that although Auto is still selected, the car is in a temporary manual mode, with the driver manually selecting gears via the steering wheel-mounted paddle shifters. The display returns to Auto when manual shift activity stops for a certain period of time. ‘Manual’ displays only the gear selected when the car is in fully manual mode.

 

Centre console

An integral part of the NSX’s elegantly simple driver interface, the centre console contains the 7.0-inch capacitive touchscreen Honda CONNECT system, Dual-Zone Climate Control, the Integrated Dynamics System control knob, three-position heated seat controls, Electronic Gear Selector, Electronic Parking Brake and two storage compartments.

 

Dual-zone automatic climate control system with humidity control and air filtration

The system allows both driver and passenger to pre-select their preferred temperature settings, and then automatically adjusts volumetric airflow and temperature to maintain a proper and pleasant climate within the vehicle.

 

Push-button defrost helps to clear up fogged or icy windows quickly and conveniently for improved outward visibility. By maintaining a proper and comfortable climate, the system supports occupant concentration for improved safety as well as driving performance.

 

With a micron air filtration system, the dual-zone automatic climate control system is capable of filtering particulate as small as 0.3 microns. Humidity control further improves the vehicle’s interior air quality and comfort levels by using a sensor within the cabin to detect temperature and moisture levels and regulating airflow to maintain a comfortable humidity level.

 

Integrated Dynamics System: dynamic mode dial

Located within easy reach of the driver, the large dynamic mode dial allows a drive mode to be selected from the Integrated Dynamics System without any distraction from the road ahead.

 

Electronic Parking Brake with Automatic Brake Hold

An Electronic Parking Brake (EPB) allows the driver to engage the parking brake by simply pulling on a rocker switch located on the centre console.

 

The EPB also includes the convenience of Automatic Brake Hold (ABH), which once activated, can maintain rear brake hold even after the brake pedal has been released. With the driver’s seatbelt on and the vehicle in Drive with a foot on the brake pedal, ABH can be initiated by pressing the Brake Hold button located near the EPB rocker switch on the centre console. A ‘Brake Hold’ message will appear on the instrument panel to alert the driver that the system is currently activated. The brake pedal can be released and the vehicle will remain stationary; pressing down on the throttle pedal will deactivate the brake hold feature and the vehicle will start moving.

 

 

 

Interior storage

A number of convenient storage areas are provided for both driver and passenger. At the base of the centre console is an inset front pocket. An additional storage pocket located along the top of the centre console between the seats is designed to accommodate a smartphone. The centre console also includes a roomy rear console storage box that contains a 1.5-amp USB interface port that can synchronise a smartphone to the Honda CONNECT touchscreen for operation of Apple CarPlay and Android Auto. A phone cord management device is also located underneath the rubber mat that lines the bottom of the glovebox.

 

Additional storage is offered by the glovebox, which also includes a 1.0-amp USB interface port that can be used for audio devices such as MP3 players.

 

Rear cargo area

The rear cargo area is exceptionally spacious and versatile for a mid-engine high-performance supercar. With a capacity of 110 litres, the boot can conveniently accommodate a range of items, all easily accessed through a wide opening. The boot lid can be opened using the remote key fob, a button located on the driver’s interior door or by depressing a discretely located button under the trailing edge of the boot lid.

 
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Re: Buletinul oficial HONDA
« Răspuns #63 : Iulie 03, 2016, 06:24:43 a.m. »
Audio and Connectivity

 

An advanced, user-friendly suite of audio and connectivity technologies are controlled by a 7.0-inch Honda CONNECT capacitive touchscreen interface with intuitive touch, swipe and tap control motions. The Honda CONNECT system is supplemented by steering-wheel-mounted controls to put access to features and functions at the driver’s fingertips.

 

Premium audio system

The bespoke nine-speaker 580-watt ELS Studio® Premium Audio system with eight speakers and a powerful subwoofer has been engineered to be lighter than comparable systems. Portable electronic devices can be connected to the system wirelessly via the Bluetooth HandsFreeLink, or hard-wired through the USB input ports.

 

Honda CONNECT touchscreen

The seven-inch Honda CONNECT touchscreen is capable of displaying rich graphics and allows the high-resolution touchscreen to be operated in an identical fashion to a smartphone through tap, pinch and swipe user inputs.

 

Intuitive operation of the system is ensured thanks to an easy-to-use menu interface and numerous NSX-exclusive icons that resemble smartphone apps. Both Apple CarPlay and Android Auto are supported by the system. The Honda CONNECT touchscreen also displays images from the standard-fit rear view camera.

 

Customers can choose to upgrade the Honda CONNECT system with an option pack that includes Garmin navigation, CD player and front and rear parking sensors.

 

Apple CarPlay

Apple CarPlay allows apps within an iPhone to work seamlessly within the Honda CONNECT system. CarPlay turns the native in-car control system into an Apple iOS device, allowing the driver to use their iPhone within the car by utilising the Honda CONNECT touchscreen. Intuitive operation is assured as the icons and graphics that appear on the Honda CONNECT system touchscreen are identical in appearance to the iPhone apps when using CarPlay.

 

When using the navigation feature, turn-by-turn directions, continuously updated traffic conditions and estimated travel time are displayed on the Honda CONNECT system’s touchscreen. While using the navigation feature, CarPlay can also predict the most likely destinations using addresses from email, text messages, contacts and calendars.

 

For improved safety, CarPlay makes use of the hands-free voice operation features of Siri. Playing a key role to support Apple CarPlay, Siri Eyes Free builds upon Apple’s hands-free Siri functionality by enabling voice control operation of an Apple iOS mobile device that is linked with the Honda CONNECT system. Siri Eyes Free provides a virtually limitless array of voice commands, taking Siri’s hands-free functionality to a new level while simultaneously minimising the potential for distraction.

 

Using the Siri hands-free voice control functionality or pressing a familiar icon on the Honda CONNECT system touchscreen accesses a number of convenient CarPlay features. These include navigation, reading aloud and replying to text messages, listening to music, radio station apps, podcasts or audiobooks.

 

By pressing and holding the TALK button on the steering wheel when an iPhone is paired via Bluetooth, the driver can use Siri to perform a number of tasks while keeping both hands on the steering wheel and maintaining focus on the road. Siri Eyes Free can:

 

● Audibly send and receive text messages

● Audibly send and receive emails

● Audibly receive notifications

● Make and receive calls

● Select and play music

● Set up reminders, alarms and calendar entries

● Check sports scores, weather and stock quotes

● Provide turn-by-turn voice navigation (when the audio system is set to Bluetooth audio or iPod mode)

 

Android Auto

Android Auto integrates compatible Android smartphones with the Honda CONNECT system. A customised version of an Android smartphone is transferred onto the Honda CONNECT touchscreen when it is plugged into the car’s USB port in the centre console rear storage box. Once plugged in, all phone calls are handled via the NSX’s Bluetooth connectivity.

 

Android Auto allows inputs to be made by tapping and swiping the Honda CONNECT system’s touchscreen or by making simple voice commands. Once connected with the vehicle, access is provided to Google Maps, Google Now and Google Play Music, along with a variety of popular third-party Android-compatible music apps and a wide array of sports, financial, weather and media information apps. There is also an Android Auto messaging app that will flash a notification of an incoming message on the Honda CONNECT touchscreen, read the message aloud, and allow a reply by voice.

 

Bluetooth HandsFreeLink

Bluetooth HandsFreeLink allows up to six Bluetooth-enabled phones to be wirelessly paired with the Honda CONNECT system. Complementing the HandsFreeLink system is Bluetooth Streaming Audio, a hands-free in-car system which allows the audio feature of a compatible Bluetooth-enabled device such as a smart phone or MP3 player to be paired wirelessly with the audio system. Music, podcasts, and audio books can be streamed wirelessly to the NSX’s sound system. Certain compatible devices will even display metadata of the musical artist, album and song title on the Honda CONNECT touchscreen.

 

Text messages and emails can be audibly read aloud, with the system allowing the driver to respond with one of six different preset messages. The preset responses include:

 

● Talk to you later, I’m driving

● I’m running late

● I’m on my way

● Okay

● Yes

● No

 

As soon as a compatible phone is paired with the HandsFreeLink system, the message function is enabled. When the phone receives a text message, an alert appears on the Honda CONNECT screen. Using the touchscreen, the driver can choose to have the message read aloud, select a preset reply choice, or call the sender without touching the phone. To help mitigate the potential for driver distraction, the text of the incoming message is not displayed on-screen unless the transmission is in Park.

 

Apple iPhones do not support this feature, but the Siri Eyes Free mode (iPhone 5 and 6) offers the ability to initiate, hear and respond to text messages via voice commands.

 

USB ports

The centre console storage box features an integrated 1.5-amp USB interface port that connects with Apple CarPlay and Android Auto, as well as the audio system, including the Honda CONNECT touchscreen. Located in the glove box is a 1.0-amp USB interface port with support for iPod, MP3 and other USB functionality.

 

Advanced occupant protection

 

Active safety is promoted by stable, precise and predictable driving dynamics, with steering, handling and braking performance providing the foundation for active safety performance and collision avoidance. To provide a high-level of occupant protection in the event of a collision, an advanced multi-material body design is employed along with both primary and supplemental restraint systems. These systems work together to manage effectively the energy in a collision, minimising cabin intrusion and mitigating occupant injury.

 

The innovative multi-material spaceframe utilises ablation cast aluminium nodes and highly rigid extruded aluminium frame members for superior crash protection and occupant protection with light weight and high rigidity. The world’s first application of a three-dimensionally formed and water jet-quenched ultra-high-strength steel for the A-pillar construction offers robust structural rigidity including roof-crush performance.

 

Furthermore, the multi-material spaceframe design and the packaging of hybrid components, including the lithium-ion batteries and high-voltage systems, have also been optimised for both occupant protection and the safety of the rescue services.

 

Standard primary and supplemental restraint systems include single-stage driver and dual-stage passenger multiple-threshold front airbags (SRS), driver knee airbag, SmartVent® side airbags, side curtain airbags with rollover sensor and three-point seatbelts with a load-limited equipped automatic tensioning.

 

Accompanying these passive safety technologies, an additional level of safety performance is afforded by advanced active and passive safety technologies such as Vehicle Stability Assist (VSA) with traction control, Anti-Lock Braking System (ABS) with Electronic Brake Distribution (EBD) and Brake Assist and the Tyre Pressure Monitoring System (TPMS) with location and pressure indicators.

 
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Re: Buletinul oficial HONDA
« Răspuns #64 : Iulie 03, 2016, 06:25:12 a.m. »
Vehicle Stability Assist with traction control

The system operates to correct or minimise traction loss prior to it occurring by continually monitoring key dynamic parameters and driver inputs such as steering angle, throttle position, yaw rate, lateral G-force, vehicle speed, and individual wheel speeds. If an oversteer or understeer condition is recognised, the VSA – working in conjunction with the Sport Hybrid SH-AWD system and the power unit – is able to instantaneously and unobtrusively redirect torque and invoke the ABS braking system at each wheel as needed to help stabilise the vehicle. The system also increases traction and reduces wheel spin in conditions with reduced grip, such as wet, icy or snowy conditions.

 

Developed through extensive testing on both road and track, the vehicle stability system is highly effective while minimising intrusion on the driving experience. In most instances, the VSA response is quick and seamless. VSA is fully functional in Quiet, Sport and Sport+ modes of the Integrated Dynamics System, but its dynamic performance is tuned accordingly. In Track mode, VSA is programmed to support on-the-limit circuit driving.

 

Tyre Pressure Monitoring System with location and pressure indicators

The Tyre Pressure Monitoring System (TPMS) displays the current tyre pressure of each individual tyre in a visual graphic shown on the centre display (in the Multi-Information Display), representing an important safety feature for an ultra-high-performance supercar. The TPMS has different settings for both low- and high-speed operation, as circuit driving requires an elevated tyre pressure.

 

Multi-material spaceframe

The aluminium-intensive multi-material spaceframe utilises a combination of materials throughout the platform for high strength and rigidity in the event of a collision. The spaceframe construction consists of highly rigid aluminium extrusions, aluminium stampings, high-strength steel stampings, and ablation cast aluminium frame nodes – integrated with the front and rear frame rails – which serve as critical components in the absorption and dispersion of energy in both front and rear impacts.

 

Ablation cast nodes

Ablation cast nodes have been fitted at key junctures within the front of the spaceframe to help optimise impact protection for the vehicle’s occupants in the event of a collision. Ablation cast nodes help to minimise overall vehicle weight while offering superior strength and tremendous ductility to facilitate energy absorption in a collision. An added benefit in the ablation casting process is the flexibility to tune the component’s wall thickness for optimal weight, strength and deformability.

 

The spaceframe’s front nodes are designed to deform and in the process to absorb energy in a frontal collision, helping to minimise the transfer of kinetic energy to the cabin. Additionally, two ablation cast nodes in the rear frame are designed for ultimate rigidity to transfer crash energy into the extruded aluminium rear frame rails in order to mitigate the potential for forward movement of the rear power unit in the event of a rear collision.

 

Optimised packaging

A twin-tank design enhances safety performance in the event of a rear-end collision. By using a twin-tank configuration and specialised resin material, the fuel tanks can be packaged in the safest location possible, between the rear firewall and the power unit.

 

The Intelligent Power Unit (IPU), containing the vehicle’s lithium-ion hybrid battery, is strategically packaged inside the cabin, in front of the rear firewall, optimising protection in the event of a frontal or rear collision. Furthermore, the location helps protect the IPU from damage in a side impact by the use of highly rigid B-pillars. In testing the performance of this system, a simulated side impact ‘pole’ test was undertaken with the impact occurring directly on the B-pillar. The test resulted in no damage to the IPU.

 

 

6. Advanced Sports Package and innovative technologies provide astonishing dynamic performance

 

    Advanced Sports Package unifies design and packaging concepts to realise exceptional dynamic capabilities
    All-aluminium suspension system features third-generation active magnetorheological damping
    Electronic Power Steering system optimised for outstanding driver feel
    Sport Hybrid SH-AWD provides all-wheel traction and enhanced handling capabilities
    Next-Generation Super Sports Brake Concept provides precise, linear and fade-free braking performance with regenerative capabilities

 

The NSX was created to revolutionise supercar performance, delivering a more vivid, immediate and intuitive dynamic experience with instant acceleration, powerful yet easily controlled brakes, and exceptional handling. Every aspect of the car has been designed using the company’s latest simulation and development techniques to deliver a New Sports eXperience.

 

The NSX’s dynamic performance follows a tradition of sophisticated engineering and advanced design, providing a combination of assured handling performance, sophisticated ride quality and overall refinement that set new standards in the supercar segment.

 

Unparalleled structural rigidity transmits the full feeling of the power unit, suspension, and steering directly to the driver with instant response, while maximising the effectiveness of direct yaw control to improve vehicle dynamics. The ‘Advanced Sports Package’ prioritises the design and packaging of all major vehicle systems to lower and centre the mass of the vehicle for enhanced handling and dynamic performance.

 

Advanced lightweight suspension and steering systems are carefully calibrated to work with both road and track-ready tyre options, as are all other dynamic systems. Optimised front-to-rear downforce balance ensures high speed handling stability while ensuring low aerodynamic drag.

 

Sport Hybrid SH-AWD provides active all-wheel drive and enhanced handling capability via the dynamic apportioning of the TMU’s torque. The ‘direct yaw control’ of this electrified torque vectoring system creates a yaw moment under any driving condition, to achieve the driver’s desired cornering line. An instant and powerful feeling of acceleration is enhanced by the immediate torque response of three electric motors working in concert with the bespoke, twin-turbocharged V6 and 9DCT.

 

Powerful, linear, predictable and virtually fade-free braking performance in all driving conditions is achieved through the seamless integration of high-performance mechanical (Brembo hydraulic) and regenerative braking.

 

Low and centred mass

The ‘Advanced Sports Package’ is a design philosophy that seeks to optimise the design and packaging of all major vehicle systems – the body, chassis and interior, including the mid-mounted power unit (engine, Direct Drive Motor and 9DCT) and key hybrid components including the IPU (which contains the lithium-ion battery pack), PDU and the TMU – to lower and centre the mass of the vehicle for optimal handling and dynamic response. The new NSX has the lowest centre of gravity (CG) among its core competitors.

 

Focusing the mass toward the centre of the NSX reduces the polar moment of inertia, allowing the car to respond faster to steering inputs through a reduction in rotational resistance. The low CG reduces the dynamic load transfer, thus stabilising the vertical load on the tyres.

 

This results in instant and precise response to driver inputs, minimal unwanted body movement and a stable tyre grip, which raise performance levels.

 

Power unit mounting system

In order to achieve outstanding dynamic properties while producing the lowest levels of noise and vibration, special consideration was given to how the power unit – engine, Direct Drive Motor, 9DCT and differential – is secured to the chassis.

 

An engine cradle system was designed combining hydraulic engine mounts with a rigid aluminium sub-frame plate that simultaneously supports the engine while acting as a vibration and noise inhibitor. The engine mounts are ideally located with an axis that passes through its centre of gravity to minimise pitch and roll movement of the engine mass. Testing and analysis demonstrated that this novel configuration provides notably improved vehicle handling performance while exceeding targeted noise, vibration and harshness (NVH) levels.

 

Suspension

The front double wishbone and rear multi-link suspension systems support the extreme dynamic needs of the NSX and are designed to work in perfect harmony with every system, specifically the Sport Hybrid SH-AWD. The system maintains the precise geometry to extract the maximum grip and control from the tyres. Agile at low speeds, yet supremely stable and predictable at high speeds, the suspension faithfully translates the driver’s inputs for ultimate handling performance and instant response.

 

Much like the original NSX, the next-generation NSX utilises a lightweight all-aluminium, fully independent front and rear suspension system. Featuring lightweight yet rigid aluminium alloy components at all four corners, the suspension keeps unsprung weight to a minimum while retaining component stiffness for instant and accurate response. Designed to work seamlessly with the advanced electric power steering system, the optimised tuning of the steering and suspension systems allows for both instant responses at low speeds, coupled with superlative high-speed stability.

 

The all-aluminium front suspension’s ‘in-wheel’ design makes use of compact and lightweight components, such as forged aluminium double wishbones with a cast aluminium knuckle design. An advanced double-joint front suspension design mitigates torque disturbance from the front TMU torque vectoring and eliminates unwanted steering kickback. The suspension geometry delivers superior handling performance, crisp and communicative on-centre steering feel and excellent stability.

 

The rear suspension employs a sophisticated independent, all-aluminium, forged ‘in-wheel’ multi-link design for high lateral rigidity, faithfully reacting to driver inputs and maintaining stability.

 

Active magnetorheological dampers

Through third-generation magnetorheological (MR) dampers, the NSX’s highly advanced suspension can continuously adjust damping forces in a fraction of a second, instantaneously adapting to the driving situation, driver inputs and road conditions.

 

The third-generation technology offers a wider range of damping force and instant response for maximum handling capability and ride quality in all driving conditions. The reservoir within each of the MR dampers is filled with a special magnetorheological fluid that contains microscopic metallic particulate. Running an electric current to each MR damper creates a magnetic field within the fluid that causes an instantaneous change in the fluid’s density properties with a resulting change in damping rate.

 

While many active dampers make use of an internal valve-based technology to vary the damping force, the NSX’s MR dampers utilise a valve-less design that offers a much broader range of damping force and more rapid responsiveness.

 

In addition to their lightning-quick response rate and superior damping properties, MR dampers allow the NSX to make optimum use of a high-performance tyre design and low-profile sidewall while still providing a comfortable ride.

 

The MR dampers also function as a component of Integrated Dynamics System via two unique damper tuning settings – one biased towards unsprung mass control, used for Quiet and Sport modes; and a second with optimised performance tuning, biased towards sprung mass control, used for Sport+ and Track modes.
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Re: Buletinul oficial HONDA
« Răspuns #65 : Iulie 03, 2016, 06:25:44 a.m. »
Wheels and tyres

A bespoke wheel and tyre package extracts optimal performance from the platform, not only in lateral grip but in every element of driving performance, including acceleration and braking.

 

The standard wheel design package includes lightweight and exclusive ‘Interwoven’ forged aluminium alloy wheels with Continental ContiSport Contact high performance summer tyres (245 / 35 ZR19 at the front, 305 / 30 ZR20 at the rear), developed jointly with Continental specifically for the NSX. The tyre package strikes an excellent balance between high performance and everyday drivability, offering high levels of traction in both wet and dry conditions

 

The unique ‘Interwoven’ wheel design is a result of extensive research to find the strongest and most rigid spoke structure with the least amount of material. Forged in high-strength aluminium, the optimisation of wheel design offers a lower total weight than any wheels of similar size and material composition within the class. Customers have the choice of one of three finishes: machined, polished or painted.

 

Intuitive steering

A sophisticated dual-pinion electric power steering (EPS) system responds instantaneously to steering input and automatically adjusts to deliver the appropriate level of power assist in all driving situations.

 

“It was a huge challenge to create a lively and communicative electric power steering for the driver that would be truly worthy of a next-generation Honda NSX,” said Chris Dundon, chassis design project leader. “But by optimising the mechanical components within the system, plus careful tuning of the software, we were able to achieve our goal of delivering highly responsive steering with outstanding driver feel.”

 

Reduced weight and improved packaging was achieved through compactness and a reduction in the number of required components over a hydraulic system. Redundant elements include hydraulic fluid, pump, fluid storage tank, hydraulic fluid lines and hoses. An electric system also reduces levels of noise and vibration, and enhances fuel efficiency with no parasitic drag from an engine-driven power steering pump.

 

A variable gear ratio allows the EPS to be optimised for specific conditions. When the steering wheel is centred, the ratio is tuned for optimal high-speed control and stability. As soon as the steering wheel is turned, the gear ratio becomes quicker for improved turn-in and manoeuvrability at low and mid-range speeds. A further benefit is the reduced need for the driver’s hands to be moved from a fixed position on the steering wheel.

 

The addition of a motor-assisted second pinion to the EPS system more precisely assists with turning force and steering assistance based on a number of factors – engine speed, electric motor torque from the Sport Hybrid power unit, steering angle, vehicle speed, steering force and EPS algorithms – and leads to improved steering feel and feedback for the driver.

 

The EPS features two distinct EPS steering settings; one for Quiet and Sport modes, the other for Sport+ or Track modes. Selected through the Integrated Dynamics System in concert with the MR damper suspension system, the EPS tuning is adjusted to deliver an increased level of acuity and performance for an even greater degree of driver feedback by reducing steering assist based on vehicle speed and steering angle for the more performance-oriented Sport+ and Track modes.

 

Sport Hybrid Super Handling All-Wheel Drive

The revolutionary Sport Hybrid SH-AWD advances the principles of torque vectoring-enhanced vehicle dynamics with ‘Direct Yaw Control’. Direct Yaw Control utilises the instantaneous and ‘always-on’ capacities of the TMU to create a direct yaw moment at any speed, under power, and in off-throttle driving manoeuvres with greater immediacy and precision.

 

Supported by the advanced yaw-control capabilities of Sport Hybrid SH-AWD, the NSX is able to achieve enhanced stability with reduced effort. This technology expands the capabilities of all drivers, ranging from novices to professionals in virtually all driving scenarios

 

When accelerating, the system provides instantaneous torque response via its three electric motors – the Direct Drive Motor and front TMU. While braking, the NSX employs both the hydraulically powered mechanical braking system and the regenerative braking system to deliver powerful, precise and virtually fade-free brake performance with a natural and progressive pedal feel. Simultaneously, the system is able to harvest kinetic energy to charge the system’s lithium-ion hybrid battery.

 

When cornering, the TMU and VSA work cooperatively to enhance cornering precision. The TMU dynamically vectors front wheel torque to create a turning, or yaw, moment with enhanced stability provided by VSA and AHA.

 

By taking advantage of the instant high-torque response of the system’s three electric motors to heighten control, the Sport Hybrid SH-AWD system elevates any driver’s confidence and performance driving capabilities while extracting more performance from the car than is possible with conventional methods.

 

Powerful and responsive powertrain

Power delivery is created through the seamless integration of the instant and substantial torque from the front TMU and Direct Drive Motor with the twin-turbo 3.5-litre V6 engine. Importantly, the NSX’s control systems manage the collective system power and torque smoothly while allowing almost instantaneous response and acceleration.

 

The 9DCT is capable of delivering up- and downshifts almost seamlessly. The total ratio range with closely spaced ratios supports the characteristics of the twin-turbo V6. The 9DCT can be operated in an automatic mode, with the transmission selecting the most appropriate ratio, or manually through steering wheel-mounted paddles.

 

Launch Mode Control

To activate Launch Mode Control, the 9DCT must be set in either Drive or Manual, with the Integrated Dynamics System set to Track mode. The brake pedal must be held down while the accelerator is simultaneously depressed fully. When the brake pedal is released, the NSX will perform a perfectly executed vehicle launch that utilises peak power from the TMU, the twin-turbocharged V6 engine and Direct Drive Motor.

 

Next-Generation Super Sports Brakes

Seamlessly integrating both mechanical (friction) brakes with electro-servo control and a regenerative brake system, the NSX provides exceptional brake pedal response and predictable performance in almost any driving condition.

 

By supplementing the high-performance mechanical braking system with regenerative braking, the NSX harvests electricity during braking and feeds it back into the lithium-ion battery pack. Regenerative braking begins as soon as the throttle pedal is released in order to maximise battery recharging during normal driving. Unlike many such systems, the NSX blends this capability in a seamless and effective way, resulting in intuitive brake pedal feel with superb feedback.

 

The electro-servo braking system (ESB) has been designed and developed through rigorous testing to provide the driver with superb feedback and intuitive brake pedal feel in all conditions. This allows drivers to finely modulate braking force in any condition – from low speed city traffic, to circuit driving.

 

The high degree of brake pedal feel is achieved through precise pressure control by the electric servo brake (ESB). The operation of the ESB is then finely tuned to deliver consistent and proper brake pedal feel for each of the drive mode settings of the Integrated Dynamic System (IDS).

 

Importantly, the brake pedal feel remains consistent and predictable across the four different drive mode settings of the IDS.

 

The high-performance Brembo braking system features large six-piston calipers with 368 mm, two-piece, iron and aluminium ventilated brake discs at the front, and four-piston calipers with 361 mm, two-piece, iron and aluminium ventilated rotors at the rear. All four calipers are of an aluminium monoblock design, which provides even pressure distribution across the surface of the brake disc with outstanding heat dissipation and excellent rigidity. The two-piece iron and aluminium brake discs provide consistent brake pad-to-rotor surface contact with high heat capacity and cooling efficiency. Additionally, this floating two-piece brake disc configuration allows for much greater thermal expansion when compared to a one-piece brake disc.

 

An ultra-high-performance and lightweight carbon ceramic brake disc package (381 mm at the front, 361 mm at the rear) is available as a factory option. This offers a reduction in weight of around 23.5 kg when compared to the standard brake package together with improved fade performance in high stress conditions.

 

Through extensive research and development, optimal brake cooling has been achieved as an integral part of the NSX’s advanced aerodynamic design. Even under the high stress conditions, front and rear brake cooling always promotes consistent deceleration capability, brake pedal feel and superb vehicle stability.

 

Typically, effective brake cooling at the rear of a mid-engine vehicle is difficult due to component packaging, and the proximity of the engine and transmission. Rear brake cooling on the NSX is enhanced by the innovative use of the NSX’s rear sub-frame. Two air duct paths in the hollow sub-frame allow air passing through the sub-frame to be directed to the rear brakes, using specially tuned air deflectors located on the rear suspension arms.

 

Integrated Dynamics System

 

The Integrated Dynamics System provides the driver with four dynamic modes: Quiet, Sport, Sport+ and Track. The system integrates all of the vehicle’s dynamic chassis and powertrain systems to give the driver control of steering, brakes (including regenerative braking), throttle, vehicle stability assist, magnetorheological dampers, engine, transmission, and Sport Hybrid SH-AWD power unit.

 

From the available all-electric operation of Quiet mode to the closed circuit, maximum performance capacities of Track mode, the Integrated Dynamics System progressively dials up the dynamic characteristics of the NSX based on the needs of the driver and the driving environment.

 

Each of the IDS system’s four modes can be accessed at any time via a control dial prominently placed on the centre console. In addition, the system features a custom setting menu, accessible through the touch-screen interface, which allows the driver to configure the vehicle’s default mode. For example, the car can be programmed always to start in Quiet or Sport mode, while the system also presents the option to schedule the NSX to operate exclusively in Quiet mode during any specified time period.

 

In addition to these dynamic system variations, IDS also varies cabin sounds (see section 5).

 

Quiet

Quiet mode prioritises electric-only driving at lower speeds, maximising energy efficiency and minimising cabin sound. The TMU is used for the initial launch from a standstill. When power demand requires the engine, it starts more quietly than in other modes and the maximum engine speed is limited to 4,000 rpm, while the Active Exhaust and Intake Sound Control valves are closed for a more hushed operation. The transmission shift map also prioritises lower engine speeds, while the idle stop function is enabled when the engine is in operation. The instrument binnacle displays a cool and quiet blue colour.

 

Sport

Sport mode takes advantage of the Sport Hybrid system to offer the driver a more direct response. Compared to Quiet mode, the 4,000 rpm limit is removed and a sharper throttle map is applied. A more aggressive transmission shift map holds gears longer and allows gear shifts at higher engine speeds. The Intake Sound Control system and the Active Exhaust Valve are activated, allowing additional exhaust and intake sound to permeate the cabin. Like the Quiet mode, Sport mode provides an idle stop function. The Sport setting is the default setting in normal vehicle operation and is signified by crisp white lighting within the instrument binnacle.

 

Sport+

Sport+ prioritises maximum drivetrain response and dynamic performance, with faster up- and down-shifts of the 9DCT, complemented by still more aggressive throttle mapping. Full use of electric motor torque allows for explosive acceleration. Increased agility is achieved through a more aggressive Direct Yaw Control setting that works in conjunction with retuned settings for the magnetorheological dampers, Agile Handling Assist, and Electric Power Steering (EPS) system. It also offers the driver a higher degree of steering feedback, while intake and exhaust note sounds via Active Sound Control are further increased for an even more exhilarating and emotional driving experience. The TFT dials display a distinctive yellow arc that follows the tachometer needle to support easy recognition of engine speed. Red highlights for the instrument binnacle also reinforce that the driver is in now in Sport+ mode.

 

Track

Tuned for circuit driving, Track mode invokes the most aggressive settings and parameters to assist the driver in recording the fastest and most consistent lap times possible, along with maximum acceleration from a standstill when utilising Launch Mode Control. The braking system is retuned to offer enhanced performance-oriented pedal feel. Gearshift speed, operation of the Super Hybrid SH-AWD system and active driver aids such as VSA and AHA are programmed to support on-the-limit circuit driving. An even greater amount of engine intake sound permeates the cabin, offering enhanced sports sound even when wearing a helmet.

 

Track mode also prioritises the lithium-ion battery state-of-charge to maintain a consistent level of torque delivery and Direct Yaw Control from the three electric motors for consistent dynamic responses.

 

The VSA operational threshold is ramped up incrementally from Quiet mode to Track mode, enabling a progressively higher degree of freedom for the driver in exploring the dynamic capabilities of the NSX. In Track mode, the VSA can be completely disabled by the driver.

 

 
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Re: Buletinul oficial HONDA
« Răspuns #66 : Iulie 03, 2016, 06:26:18 a.m. »
7. 25 years after the original NSX represented a paradigm shift in production techniques, Honda’s next-generation supercar sets new benchmarks

 

    New Performance Manufacturing Centre to produce NSX
    Engine hand-assembled at Honda’s Anna, Ohio engine plant
    Innovative technologies combined with next-generation craftsmanship

 

Design and development of the next-generation NSX involved a global team of engineers and designers. The Sport Hybrid power unit was developed in Tochigi, Japan, while the development of the body, chassis, electrical, interior and other vehicle technologies were concentrated in Raymond, Ohio.

 

Initial styling was conducted at Honda’s Wako, Japan design studio and was further developed for production by the Honda Design Studio in Los Angeles.

 

Throughout its nearly four-year development, the fundamental concepts for a New Sports eXperience remained clear and consistent. However, the technologies and means by which the R&D team would realise their concept underwent a process of continual improvement and evolution, most notably in the area of engine design. Whereas the original direction called for a transverse-mounted, normally aspirated V6, the NSX development concept evolved to a new and more challenging approach: an all-new bespoke twin-turbocharged, longitudinally-mounted V6 engine. This radical re-imagination of the engine design had profound implications for every element of the design – especially the package, cooling and aerodynamics.

 

The NSX has been tested and tuned on roads and race circuits around the world. Primary development tracks were located in Alton, Virginia at Virginia International Raceway; in Rhineland, Germany at the famed Nürburgring; and on the northern-most Japan island of Hokkaido at Honda’s own Takasu test circuit.

 

The NSX is manufactured at the new Performance Manufacturing Centre (PMC) in Marysville, Ohio, using domestic and globally-sourced parts. The PMC was designed to innovate both the means and the methods of producing low-volume specialty cars and to realise challenging new ideas for next-generation craftsmanship and quality established by Honda’s engineers. The Performance Manufacturing Centre employs approximately 100 associates, including 70 highly skilled manufacturing technicians engaged in body construction, painting, assembly and quality confirmation. Among its many innovative processes is the world’s first use of robotic MIG welding for the construction of the aluminium spaceframe.

 

The bespoke twin-turbocharged V6 engine is meticulously hand assembled by one of just eight expert technicians at the company’s engine plant in Anna, Ohio, using techniques and processes benchmarked against the company’s world-class race engineering programs. Each engine is bench tested and broken in to the equivalent of 150 miles of service. The nine-speed dual clutch transmission, Direct Drive Motor and engine are machine balanced and assembled at the Anna Engine Plant. The Twin Motor Unit (TMU) and other hybrid system components are built in Japan and sent directly to the Performance Manufacturing Centre.

 

 

8. Technical specifications

 

    All technical information is preliminary and subject to change based on final European homologation

 

Body and chassis

Two-door, two-seat sportscar with aluminium-intensive, multi-material chassis and multi-material body

 

Power unit
     

Sport Hybrid SH-AWD power unit

Type
   

Front wheels: mechanically independent from rear power unit components, two electric motors (Twin Motor Unit); Rear wheels: twin-turbocharged V6 gasoline engine with one Direct Drive Motor and 9-speed DCT

Maximum total system power
   

581 PS

Maximum total system torque
   

646 Nm

 

Engine
     

Twin-turbocharged DOHC V6 (petrol)

Type
   

4 valves per cylinder

Layout
   

Longitudinally mid-mounted

Capacity
   

3,493 cc

Bore x stroke
   

91 mm x 89.5 mm

Compression ratio
   

10.0:1

Power
   

507 PS between 6,500 - 7,500 rpm

Torque
   

550 Nm between 2,000 - 6,000 rpm

Maximum engine speed
   

7,500 rpm

Power output
   

145 PS per litre

Valve train
   

24 valve, Dual-VTC, chain-driven camshafts

Cylinder block and head material
   

Aluminium alloy

Piston construction
   

Cast aluminium with integrated cooling channel

Crankshaft construction
   

Forged steel

Connecting rod construction
   

Forged steel

Cylinder bore lining
   

Plasma transferred wire arc thermal spray

Cylinder bank angle
   

75 degrees

Exhaust system layout
   

Dual catalytic converter, dual path per bank

Turbocharger type
   

Single scroll

Maximum boost pressure
   

105 kPa (1.05 bar)

Wastegate control
   

Electrical

Turbine construction
   

Inconel

Lubrication
   

Dry sump system with six-rotor scavenge pump

Fuel Injection
   

Direct and port injection systems

 

Direct Drive Motor

 
   

 

Type
   

Water-cooled motor / generator

Layout
   

Direct drive motor attached directly to crankshaft

Power
   

48 PS at 3,000 rpm

Torque
   

147 Nm between 500 and 2,000 rpm

 

Twin Motor Unit (TMU)

 
   

 

Type
   

Water-cooled motor / generator

Layout
   

Independent twin motors in a single package with a planetary gear set, one-way clutch and brake

Power
   

37 PS + 37 PS at 4,000 rpm

Torque
   

73 Nm + 73 Nm between 0 and 2,000 rpm

 

Transmission

 
   

Nine-speed dual clutch transmission (9DCT)

Automatically or manually operated – speeds
   

9

 

Gear ratios

 
   

Nine-speed with limited slip differential (LSD)

1st
   

3.838

2nd
   

2.433

3rd
   

1.777

4th
   

1.427

5th
   

1.211

6th
   

1.038

7th
   

0.880

8th
   

0.747

9th
   

0.633

Reverse
   

2.394

Rear axle ratio
   

3.583

Limited slip differential
   

Torque bias ratio: drive 2.0, coast 2.6, 30 Nm preload

 

Body and chassis

Chassis
   

Aluminium-intensive, multi-material

Body / frame construction
   

Multi-material space frame with cast aluminium nodes, and a mix of light aluminium and low-density SMC outer panels

Ablation cast aluminium nodes
   

Six complex high performance aluminium castings for crush zones: four front, two rear

A-pillar structure
   

3-D ‘Bent and Quenched’ ultra-high-strength steel (1500 Mpa)

Front floor panel
   

Carbon fibre

 

Suspension and damping

Front suspension
   

Double-wishbone, double joint lower control arm, aluminium construction

Front dampers
   

Active Gen. III magnetorheological coilovers

Front anti-roll bar
   

Hollow steel, 26.4 mm diameter x 3.3 mm wall thickness

Rear suspension
   

Multi-link, aluminium construction

Rear dampers
   

Active Gen. III magnetorheological coilovers

Rear anti-roll bar
   

Hollow steel, 24.9 mm diameter x 3 mm wall thickness

 

Steering

Type
   

Variable ratio rack & pinion; dual-pinion EPS

Steering wheel turns (lock-to-lock)
   

1.91

Steering ratio
   

Variable progressive; range: 12.9:1 (on centre) to 11.07:1

Turning diameter (kerb-to-kerb)
   

12.1 metres

 

Brakes

Front calipers
   

Brembo six-piston aluminium mono block

Front brake disc type
   

Standard: two-piece floating iron disks with aluminium centre
Option: two-piece floating carbon ceramic disks with aluminium centre

Front brake disc size
   

Iron: 368 mm diameter x 33 mm thickness
Carbon ceramic: 381 mm diameter x 33 mm thickness

Rear brake calipers
   

Brembo four-piston aluminium mono block

Rear brake disc type
   

Standard: two-piece floating iron disks with aluminium centre
Option: two-piece floating carbon ceramic disks with aluminium centre

Rear brake disc size
   

361 mm diameter X 33 mm thickness (both iron and carbon ceramic)

 

Wheels and tyres

Front wheels
   

19 x 8J forged aluminium

Front tyres
   

245 / 35 ZR 19 93Y

Rear wheels
   

20 x 11J forged aluminium

Rear tyres
   

305 / 30 ZR 20 103Y

Type
   

Continental ContiSportContact5 SP

 

Dimensions (mm)

Exterior
   

(mm)

Overall length
   

4,487

Overall width
   

1,939

Overall width
   

2,217

Overall height
   

1,204

Wheelbase
   

2,630

Track front
   

1,659

Track rear
   

1,620

Ground clearance
   

104 (unladen)

Approach / departure angles
   

9.2° / 12.9°

Interior
   

(mm)

Seating capacity
   

2

Headroom
   

973

Legroom
   

1,087

Shoulder room
   

1,463

Hip room
   

1,384

 

Capacity (litres)

Fuel tank
   

59

Luggage
   

110

 

Weights (kg)

Kerb weight
   

1,763 - 1,801

Weight distribution (front / rear without options)
   

42% / 58%

 

Performance

Maximum speed (km/h)
   

Approx. 191 mph / 308 km/h

 

 

 

Fuel economy and emissions

Urban cycle (l/100km)
   

10.3

Extra urban cycle (l/100km)
   

9.9

Combined cycle (l/100/km)
   

10.0

Combined CO2 (g/km)
   

228

 

 

 

 

 

- Ends -
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Re: Buletinul oficial HONDA
« Răspuns #67 : Iulie 08, 2016, 06:05:29 a.m. »
http://hondanews.eu/eu/en/cars/media/pressreleases/75454/mclaren-honda-driver-fernando-alonso-puts-new-honda-nsx-through-its-paces-at-circuito-estoril8?utm_campaign=NewsAlert_1127&utm_medium=Email&utm_source=hondanews.eu


McLaren Honda driver Fernando Alonso puts new Honda NSX through its paces at Circuito Estoril


    McLaren Honda star Fernando Alonso takes to the wheel of Honda’s new NSX at historic Estoril circuit in Portugal

    Spanish media experience exclusive ‘ride along’ with Alonso as part of its European launch activities

    Formula 1 legend Ayrton Senna, who was involved in the development of the original NSX over 25 years ago, took his maiden win at the Portuguese circuit

    New NSX features a 3.5-litre V6 twin turbo, three motor hybrid power unit coupled to a nine-speed DCT gearbox, manufactured at Honda’s Performance Manufacturing Centre (PMC) in Marysville, Ohio

    Order books are open for NSX across Europe, with deliveries starting this autumn

Star of McLaren Honda Formula 1 team Fernando Alonso took a break from racing to take the wheel of Honda’s new NSX hybrid sports car.

In an exclusive event for Spanish media, Fernando Alonso took the NSX on the historic Estoril circuit (Lisbon, Portugal), giving journalists the chance to ride along with the double world champion.

During the post-drive press conference, Fernando commented, “In terms of driving what really has surprised me are the brakes, the feelings are not so far from what we feel driving in F1.”. He added, "Driving the NSX is softer and sweeter than an F1 car because you are not searching for every little fraction of an inch, as you do in races. It is like the difference between artistic drawing and technical drawing".

The venue of Estoril was a poignant one, due to its strong link with Formula 1 legend Ayrton Senna. Senna took his maiden grand prix victory at the track in 1985, and was strongly involved in the development and launch of Honda’s original NSX during the late 1980s. The track has been a happy hunting ground for other Honda powered racers, both on four wheels and two.

Honda's hybrid sports car features a new longitudinally mounted, twin-turbo, six-cylinder DOHC engine, combined with dual clutch transmission (DCT) and nine speeds, developed specifically for this model. A rear Direct Drive Motor, housed between the engine and gearbox, enhances performance during acceleration, braking and gear changes. In addition, the front wheels of the NSX are powered independently by two parallel high-performance electric motors, which provide instant torque. The combined power unit has a maximum output of 581 hp.

The NSX is manufactured exclusively at the Honda Performance Manufacturing Center (PMC) in Marysville, Ohio (United States), where 100 production experts are responsible for manufacturing the full bodywork, paintwork and final assembly.

European order books opened in April this year, with the first deliveries commencing from autumn.

ENDS

================

http://hondanews.eu/eu/en/cars/media/pressreleases/75649/honda-news-round-up-june-2016?utm_campaign=NewsAlert_1132&utm_medium=Email&utm_source=hondanews.eu


Honda News Round Up - June 2016

EUROPE

Honda Jazz wins best Urban car in the Mujer Hoy’s V awards

The Honda Jazz was awarded the best Urban car in the 2016 Mujerhoy V awards.

The awards are judged by three individual females, who set a criteria of; security, functionality and automation. An overarching theme of practicality and 'making life easier' was established for all nomination categories.

Mark Weaver, president of Bridgestone, sponsor of the awards, presented the award to Anna Boix, Honda Spain Press and Social Media Manager.

For more information, click here

HR-V wins at the Tow Car Awards 2016

The Honda HR-V has triumphed at the 2016 Tow Car Awards, with the 1.6 i-DTEC SE manual taking the class winner in the ‘up to 1400kgs’ weight class.

Organised and judged by experts from Practical Caravan, What Car? and The Camping and Caravanning Club, a total of 40 cars were entered into the 10th Tow Car Awards.

David Motton, Tow Car Editor of Practical Caravan magazine commented his overall verdict on the HR-V: “The Honda HR-V showed great stability and a practical, ingenious cabin.”

For more information, click here

Honda Goodwood festival of speed stand revealed

Harking back to the toy boxes of the 1970’s and 1980’s, the Honda stand for the 2016 Goodwood Festival of Speed is based on the iconic Fisher Price toy garage.

The stand hosts a vast selection of Honda’s product range across a number of different levels.

Phillip Crossman, managing director at Honda UK, commented: “As with last year’s award winning stand designed around children’s toy cars, Honda has yet again steered away from the conventional corporate boxes favoured by the competition.

For more information, click here

Honda Motor Europe Italy official partner to the Italian Volleyball Federation

Honda is now the “official car” of the Italian Volleyball Federation in addition to the official partner of the Italian Championship of Beach Volleyball.

The Honda CR-V and Civic Tourer will accompany the National Teams at major international events organised in Italy such as, World Grand Prix and the World League.

The collaboration demonstrates the commitment and proximity of Honda to the world of sports and sports competitions.

For more information, click here

ASIA

Honda Taiwan’s Cumulative Automobile Production Reaches 300,000 Unit Milestone

With production starting in 2003, Honda Taiwan has recently reached a 300,000 unit milestone. To celebrate, a ceremony at the plant in Pingtung City was held where Chairman, Takato Ito along with president, Hiroyuki Mannen, attended.

Since 2003, production line up in Taiwan has increased significantly. Originally building the CR-V, the production line now also consists of the Accord, Civic, FIT and CITY.

Demonstrating the recent increase in production, the 300,000 unit milestone is achieved only 4 years after the 200,000 unit milestone, achieved in 2012.

For more information, click here

Honda to Strengthen Research and Development of Intelligent Technologies

Honda R&D will further strengthen it's research and development of intelligent technologies and to support that objective, a new Honda R&D Innovation Lab will open in Tokyo.

The new lab will serve as a venue for “co-creation” whereby Honda will seek to collaborate with external experts and other research institutes.

By adding a new Honda R&D operation in Tokyo, to the network of existing operations in Germany, U.S and Japan, Honda will strive to attract and gather new talent broad areas of expertise on a global basis.

For more information, click here

NORTH AMERICA

2017 Acura NSX Supercar Claims Class Victory in North American Racing Debut at Pikes Peak International Hill Climb

The recently launched 2017 Acura NSX claimed victory in it's North American racing competition debut. Climbing the 14,115ft pinnacle of Pikes Peak and clinching first place in the Time Attack 2 class at the 2016 Broadmoor Pikes Peak International Hill Climb.

The production based Acura NSX that climbed the hill featured no performance enhancing modifications. With required safety equipment for the competition added, the NSX negotiated the 12.42 mile course in a time of 10:28.820, winning the Time Attack 2 class.

Nick Robinson, North American Honda R&D team member and engineer drove the production based NSX to victory. Nick commented: “The hard work the entire development team has put into the NSX over the past few years really paid off”.

For more information, click here

American Honda Reports June Sales Increase, Setting New Records for Lights Trucks

American Honda Motor Co Inc. Recorded record sales figures for the month of June. A year on year increase of 3.2% and a new June record for light trucks.

Continued robust demand for both cars and light trucks pushed the Honda brand to strong June results. Sales of CR-V, America’s best selling SUV over the past 20 years, reached a new all-time June record, whilst Pilot and Odyssey each made notable gains for the month. The all-new 2017 Honda Ridgeline got off to a strong start in it's first weeks to market.

For more information, click here
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Re: Buletinul oficial HONDA
« Răspuns #68 : Iulie 13, 2016, 06:11:07 a.m. »

“It's like finding your perfect dance partner” Honda engineer Ted Klaus gives an insight into the genesis of the new NSX



http://hondanews.eu/eu/en/cars/media/pressreleases/75482/its-like-finding-your-perfect-dance-partner-honda-engineer-ted-klaus-gives-an-insight-into-the-genes?utm_campaign=NewsAlert_1131&utm_medium=Email&utm_source=hondanews.eu

Honda engineer Ted Klaus gives an insight into the genesis of the new NSX

As the European media get their first chance to drive NSX in Portugal, large project leader Ted Klaus gave some insight into the car’s genesis, philosophy and what it means for the Honda brand.

When you began work on this project, what were your first thoughts?

“Excitement, of course! I have worked at Honda since 1990 and knew well how important the original car was to the brand and sports car enthusiasts. What (original NSX large project leader) Uehara-san and his team did 25 years ago made a statement about what a Honda sports car is and should be.

The chance to reflect on that original philosophy and experiment further using our 21st century technology was a unique opportunity.”

Can you share some of the memories of the project? What really stood out for you during the development?

“From 2012 onwards, three things happened that set the tone for the project.

We unveiled the concept at the 2012 Detroit auto show. The positive response from media, enthusiasts and the public felt like everyone wanted us to succeed. The energy and commitment that the global team drew from that was vital to achieving our aims.

But as with all projects there have been some tough challenges. I remember President Ito, who had worked as a body engineering leader of the original NSX told me directly, ‘I hope you struggle on this car like we struggled on the original NSX’. At the time it made me laugh, but we have certainly had challenges to face to both create the various technologies of the car while maintaining a real analogue ‘sports car’ feeling. I am confident we have succeeded.

Another great memory was a trip the core development team took to Japan, to meet with original NSX team members. They shared memories of the original NSX development, even old diagrams and schematics. This really helped us understand in a deeper way the philosophy of the original car, so we could ensure the new NSX stayed true.”

You have talked about the Honda ‘sports car’ philosophy being central to the new NSX development. Can you tell me what you mean by that?

“From the outset of the project, there was a fundamental decision we had to make: Is this car a supercar? Or a sports car? So we looked back at what were the core values of the original car.

Firstly, that performance should be based on making the car an extension of the driver. Ergonomic fit and visibility were vital and should not be compromised. Secondly, that the performance should always be accessible, whatever the road, whatever the skill of the driver. In the hands of the most skilful driver, it should come alive.

With those two core values in mind, the NSX is undoubtedly a sports car. With its compact package, low centre of gravity, highly rigid chassis and excellent forward visibility the NSX is a car that is directly connected to the driver.”

NSX is different to many sports cars by the nature of its power unit. What made you decide to use hybrid technology?

As I’ve said, the values of the original NSX guided us throughout the project. But, like the first NSX, we wanted to take it one step further. Possibly the most important consideration for me and the team when it came to the power unit was how to make the performance of the car accessible at all times. The power unit we have used gives the driver instant response, particularly in those first few milliseconds after the driver has made any input – whether that be acceleration, braking or turning.

By directly supporting all driver demands – the throttle, braking and especially the steering, the handling of the car just comes alive. The use of our twin motor torque vectoring technology gives that feeling of on rails cornering. The driver has the confidence to trail brake, turn down to the apex and get on the throttle earlier, for a more rewarding cornering experience.”

New NSX features a variety of new technologies. How did you meet the challenge of integrating them?

“We knew that there were many elements that we first needed to optimize – the sport hybrid power unit, the chassis, the aerodynamics and so on. Development was a global effort with testing taking place in US, Japan and throughout Europe. Drivers came from a number of different countries, all bringing their experience to bear to refine and hone this car.

As we became more confident in the integration of the technologies, a new yet familiar sports car feeling emerged. When I joined testing sessions, I discovered a new level of driving enjoyment as the vehicle just “disappeared”, leaving behind me, and the road, in sync with each other. NSX has such a precise and rewarding response, combined with a surprisingly low level of driver workload. Its an experience that stirs the soul rather than shakes the body…..to me its like finding your perfect dance partner.”

Finally – what is your proudest achievement in this project?

“Of course, it is clear the team have pushed the boundaries technically, but I think the most pleasing aspects of the project are what it means to the people and the brand.

This project has allowed us all to unleash our creativity as engineers, acting as an ‘incubator’ for new thinking. This is a great thing for the Honda brand. These leaders will now move on to other projects throughout the company, imbuing other products with the lessons and philosophies learnt on NSX.

Many say that, in the past, Honda has been renowned for being a leader in engineering innovation. And some would accuse us of having lost that lead. But with this project we sought to build a bridge, one that takes Honda back to its roots of innovation and engineering excellence, but also to the future, harnessing next generation technology to deliver a car that is uniquely Honda.”

ENDS
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Re: Buletinul oficial HONDA
« Răspuns #69 : Iulie 19, 2016, 07:27:57 a.m. »
http://hondanews.eu/eu/en/cars/media/pressreleases/75754/michel-vaillant-inspired-honda-art-car-jean-graton-will-make-race-debut-this-weekend?utm_campaign=NewsAlert_1139&utm_medium=Email&utm_source=hondanews.eu


Michel Vaillant inspired Honda Art Car Jean Graton will make race debut this weekend



 

    Honda Art Car Jean Graton to make race debut at Zandvoort
    Race debut follows the success at Goodwood Festival of Speed, winning most popular design
    Tiago Monteiro, Honda World Touring Car Championship will drive

 

Honda Art Car Jean Graton in latest round of TCR Benelux at Zandvoort

 

Fresh from a significant victory at the Goodwood Festival of Speed, the Honda Art Car Jean Graton will make its race debut at Circuit Park Zandvoort in the Netherlands this weekend (July 15-17).

 

A TCR version of the Civic Type R has been entered by the Jean Graton Foundation into the latest round of TCR Benelux at the historic Dutch circuit and will be run by Boutsen Ginion Racing.

 

Jean-Louis Dauger, Director of Development at the Jean Graton Foundation, will share the Civic TCR with factory Honda World Touring Car Championship driver Tiago Monteiro, who won twice at the series’ opening round at Spa-Francorchamps in Belgium.

 

In deference to Jean Graton’s most famous creation, motor racing graphic comic book hero Michel Vaillant, the car will carry the number 13 synonymous with the fictional racer during the past five decades.

 

The inspiration for the Honda Art Car Jean Graton was the Michel Vaillant Art Stip, ‘A Fond!’, which depicts him at the wheel of his Formula 1 car in pursuit of a Ferrari through Monaco’s tunnel.

 

The car – in World Touring Car specification – appeared at the Goodwood Festival of Speed as part of the WTCC’s Art Car Contest last month. The spectacular design proved incredibly popular with fans, who voted it as their favourite design of the contest.

 

The Zandvoort event will be fans’ first opportunity to see the design dynamically with three races held over two days and the opening-race grid decided by a fan vote.

 

Jean-Louis Dauger, Director of Development – Jean Graton Foundation, said: “We are very pleased to be giving the Honda Art Car Jean Graton its racing debut at Zandvoort. The response to the car at the Goodwood Festival of Speed was incredible and we’d like to thank everybody who voted for it to win the WTCC Art Car Contest by showing it off in a dynamic way in TCR Benelux. Michel Vaillant has had many incredible successes throughout his racing career and we’re aiming to add to that list this weekend. I will have an exceptional co-driver in Tiago Monteiro – one of the best drivers in touring car racing – and a great team in Boutsen-Ginion Racing preparing the car, so we are aiming high.”

 

Tiago Monteiro, driver, said: “It’s really cool to be asked to drive the Honda Art Car Jean Graton at Zandvoort. The car looks absolutely stunning and I’m sure we can have a strong result too. I already have experience of TCR Benelux after racing – and winning – at Spa-Francorchamps in May and I’m looking forward to having another go. The cars are fun to drive and I really like some of the elements of the weekend such as the fan vote for pole position – so don’t forget to vote for us! Zandvoort is a fantastic circuit with so much motorsport history – and it’s where I made my World Touring Car debut in 2007 too, so I have good memories of the place.”

 

- Ends -

=============

http://hondanews.eu/eu/en/cars/media/pressreleases/75744/pikes-peak-class-winner-and-honda-engineer-nick-robinson-talks-about-the-dynamic-development-of-new?utm_campaign=NewsAlert_1138&utm_medium=Email&utm_source=hondanews.eu


Pikes Peak class winner and Honda engineer Nick Robinson talks about the dynamic development of new NSX

Dynamic Project Leader Nick Robinson has been primarily responsible for the dynamic development of Honda NSX. Following his class win at 2016 Pikes Peak International Hill Climb, he joined the European media launch of the car and shared some insights into the development process.

Large Project Leader Ted Klaus has talked previously about how the new NSX is a ‘sports car’ rather than a ‘supercar’. As the person leading its dynamic development – what are the differences for you between the two concepts?

“As the NSX development team, we all have a strong understanding of what a sports car is and should be. It has to have a compact package, low centre of gravity, rigid chassis and excellent visibility. A supercar differs in that it is this slightly wild animal that the driver needs to tame.

The direction we wanted to take for NSX makes the car undoubtedly a sports car because we wanted to create a synergy between the car and driver, rather than the car being in control. We use terms like ‘direct response’ to convey what we mean. I would add to that ‘linear’, especially when it comes to steering response. Competitors may have a linear steering response around centre, while larger steering inputs give this unnatural non-linear effect. When you’re driving on mountain roads, perhaps on switchbacks, the car can become difficult to control. We wanted to give the driver a great sports car that provides a direct, linear, predictable feedback to their inputs.”

From a dynamic point of view, what makes this NSX a Honda sports car?

“As a dynamicist, we worked to ensure the car feels agile at slower speeds, but retains a feeling of security at high speed, particularly from the rear axle. This is a direction we took from the development of the original NSX. To achieve this we had to ensure we had the most rigid rear body structure possible. Other cars in this class, in our opinion, have low speed agility that translates into nervousness at high speeds, or high speed stability that makes the car feel lethargic at lower speeds. NSX is the only car to provide that agility at low speed, and security at high speed.

We developed a setting to ensure the front and rear axles work together and give the driver a harmonious feeling. This builds a sense of confidence in the car for the driver.”

How did you and the team meet the challenges of retaining that analogue ‘sports car’ feeling while using a new cutting edge power unit?

“We had a clear dynamic feeling we wanted and continued to discuss and tune the car until we had satisfied ourselves. Of course we had some objective numerical targets for all the components of the car, but actually the most important thing was to make sure the testing team had a common view on the overall feeling we were getting with the car. If we changed one setting, we could all quickly tell whether we were heading in the right direction or we needed to retrace our steps.”

Although Sport Hybrid technology is not new to Honda, did the packaging of this technology with other new components such as the power unit and direct drive motor create any challenges amongst the NSX development? How did you and the team overcome them?

“For most vehicles, Honda development teams work with a standard process. It is always slightly modified depending on the vehicle, but it’s largely a familiar step by step progression. Because there were so many mechanical, aerodynamic and digital variables with NSX we moved to a much more iterative development path. We would first fix the hardware portions of the car and then tune the tyre, suspension, torque vectoring, body control and steering. Those settings would then be frozen while we conducted a deep evaluation. This process would be repeated, making a conical development process. As we moved forward, the changes we were making were less and less significant.”

 

 

NSX has a wide range of aerodynamic features. What is the balance between mechanical and aerodynamic grip? What are the challenges of balancing the two?

“The grip derived from aerodynamic features was just as important as mechanical grip on this project. On previous vehicles I worked on, aerodynamic work focused primarily on maximising fuel efficiency rather than performance.

One example where aerodynamics have been used to great effect is the blister vents on the hood of the car - that feature was not part of the original design. When we started driving at high speed, we were having problems getting the air out of the front motor room quickly enough. But we worked closely with our exterior design team to ensure that the result was still harmonious with the total design.”

NSX is a mid-engined sports car. What are the dynamic challenges of this layout as compared to front or rear engined configurations? How did you and the team overcome them?

“Actually, we looked towards our motorcycle colleagues for thinking and inspiration here. For many years our motorcycle development teams have strived to ensure the optimum centralisation of mass, ensuring the lowest possible centre of gravity. This leads to the best possible yaw response.

Earlier I talked about mentioned that low speed agility feel that is central to a Honda sports car, and the mid-engined layout, really is central to that. But it does present its challenges. For example with our twin turbo unit and the battery pack being packaged between the cockpit and the rear axle, heat management was a challenge. We worked hard to ensure this issue was solved, and confirmed it with a lot of hot weather testing at tracks like Sebring, and long road drives in the U.A.E.. It may have resulted in some sweaty days in the cockpit and the odd bout of prickly heat, but we had to ensure the car is perfect for the driver.”

New NSX has already featured in racing series around the world and you’ve undertaken extensive testing at race tracks in US, Japan and Europe. What benefits has this testing regime given to you? How has it supported the dynamic development of the car?

“Motorsport runs through Honda’s veins. From the very start of the development, members of the engineering team were encouraged to venture into the world of motorsport to learn about the latest approaches to various areas, and then return to the vehicle development group to share their learning and see what could be applied.

In North America, we’ve just unveiled the GT3 version of the car, and the development team of the street car has had some involvement in its development. What works well on the track will inform future iterations and updates of the street car and vice versa.”

In June, you took the Time Attack 2 class win at Pikes Peak International Hill Climb. How would you like to see NSX develop as a race car? What do you think will be its best application (track racing, hill climb)?

“For Pikes Peak itself, I feel the car has a lot of potential. The sport hybrid system and twin turbo engine brings benefits at altitude that other cars don’t have. The stability and control of the chassis were also an advantage. I could confidently push the car and still feel in full control. The best thing for me competing there was the reaction of the crowd and other competitors to this street car that could just turn up and go fastest. I hope it raises a lot of awareness of the benefits of the hybrid system.

On track, there’s a real opportunity for NSX once an appropriate race series allows hybrid systems to be used. But even now with the GT3 we’re seeing NSX on the race track, raising awareness for the brand and typifying what Honda is all about, sporty cars featuring innovative advanced technology.”

ENDS

========================

http://hondanews.eu/eu/en/cars/media/pressreleases/75783/hondas-european-resurgence-continues?utm_campaign=NewsAlert_1141&utm_medium=Email&utm_source=hondanews.eu


Honda's European Resurgence Continues

    Honda is the fastest growing mainstream car brand in Europe halfway through 2016
    Total sales of 88,242 units to the end of June secures 33.5 per cent growth compared to same period in 2015
    Strong demand driven by refreshed Civic range and the introduction of all-new HR-V and Jazz
    Strong growth rates across main European markets including Italy (+118.9%) , Germany (+50.1%) and Spain (+45.4%).

Following a strong start to 2016, Honda’s European sales have taken a further step up in the second quarter. A full refresh of its car range in 2015 has made it the fastest growing mainstream car brand in Europe.

Honda recorded total sales in EU and EFTA countries of 88,242 units*, an increase of 33.5 per cent compared to 2015. This performance was driven by the reintroduction of the HR-V crossover, delivering 19,485** registrations. Meanwhile, the Jazz supermini saw a 19.9** per cent increase in registrations with particularly strong demand from the Italian market (+132 per cent). The Civic range also saw an increase of 8.3 per cent, supported by the introduction of the new Type R.

All five of the main car markets in Europe (UK, Germany, France, Italy and Spain) saw sales increase for the Honda brand. Italy continued its strong growth in 2016 with a 118.9 per cent increase**, making it Honda’s third largest European market.

Jean-Marc Streng, General Manager, Automobile Division, Honda Motor Europe, commented, “We’re pleased to see the strong start to 2016 sales transfer into sustained growth in the second quarter. What is even more encouraging is the broad base of Honda’s resurgence, with sales increases in all five major European car markets. We continue to hold a healthy customer order bank and feel confident that this positive trend is set to continue.”

Official sales figures, June YTD (provided by ACEA)

Honda Europe (excl. Russia, Turkey and Ukraine)
   

88,242
   

+33.5%

 

Honda sales by major European market June YTD (Internal Honda registration data)

UK
   

32,482
   

+17.4%

Germany
   

14,716
   

+50.1%

France
   

4,632
   

+39.9%

Italy
   

5,122
   

+118.9%

Spain
   

5,003
   

+45.4%

 

ENDS

* Data provided by ACEA ( http://www.acea.be/uploads/press_releases_files/20160715_PRPC_1606_FINAL.PDF )

** Internal Honda registration data

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Re: Buletinul oficial HONDA
« Răspuns #70 : Iulie 26, 2016, 07:17:03 a.m. »
http://hondanews.eu/eu/en/cars/media/pressreleases/75877/engine-chief-yasuhide-sakamoto-gives-an-insight-into-nsx-development?utm_campaign=NewsAlert_1147&utm_medium=Email&utm_source=hondanews.eu


Engine chief Yasuhide Sakamoto gives an insight into NSX development


The highs of IndyCar, a V10 sports car engine that never saw the light of day and a chance to work on the rebirth of a legend: Yasuhide Sakamoto has had a long and illustrious career working on some of the most exciting Honda powertrain projects of the last 20 years. As European media get their first chance to drive the new NSX, Sakamoto-san gave an insight into his work.

Can you give a summary about your career background before working on the NSX project?

“I have been very privileged to work on a number of great projects during my career. For the first 17 years with Honda, I worked on the development of mass production powertrains, including V6 engines.

Between 2000 and 2007, I worked on the development of Honda’s Indycar programme. During my time working on this series with colleagues from Ilmor, we became the dominant engine supplier in the series.

I returned to Japan in 2007 to begin work on a V10 powertrain that was to be used by a Honda sports car that never made it to market. My next role returned me to my roots in mainstream mass production cars, taking on the role as assistant large project leader responsible for powertrain development on the 2013 Accord.

Since 2012, I’ve returned to performance development, working on this exciting NSX project. I am so happy that I have been part of the team that has made this car a reality.”

This is one of the first global development projects Honda has undertaken. How has this been different from other projects you have worked on?

“Joint development projects between Japanese and American colleagues are actually not that uncommon in Honda. Minor change vehicle developments, where we optimise an existing design happen quite regularly.

NSX was different as we developed a new power unit from the ground up in parallel with the chassis. The aggressive development timeline and coordination between US and Japanese colleagues made this a very ambitious project.”

What were the reasons you opted for such a cutting edge power unit rather than a more traditional powertrain?

“The powertrain that we decided to use is an expression of the feeling we want the driver to have and the performance targets we wanted to achieve.

During the development of the previous V10 sports car project, we had different development goals. But with the new NSX we wanted to achieve this feeling of instantaneous response. This feeling is not possible without the cutting edge power plant we have developed.”

Did you have any exchange of information with Honda’s racing teams during the development of the power unit?

“While there has been no official link between the NSX development and Honda’s racing teams, many of the associates who have extensive experience of racing. Therefore they have this same spirit and hunger to achieve a high level performance.

During the course of the project, many members of the NSX team moved over to Formula 1 engine development. Using their experience of developing the NSX power plant, they have been instrumental in Honda’s re-entry into Formula 1.

This process of job rotation has meant that the development of NSX has acted like an incubator for new ideas and creativity, spreading throughout the Honda business.”

How do you see this platform developing over time? What’s your image for a future version of the NSX?

“Basically we believe there are two directions for future developments. One path is to increase the power of the combustion engine. The other is to possible reduce the reliance on the combustion engine and increase the amount of power derived from the electric elements. At the moment, we are not sure which the best way is so we are investigating both avenues.

Now that NSX is in the hands of journalists and owners, I look forward to hearing their thoughts about which direction we should take. This feedback will be central in helping the team decide the best step forward.”

What race series would you like to see NSX compete in?

“I have a strong affinity with endurance racing generally and would love to watch this new NSX battling on track at Le Mans in the GT class sometime soon.”

ENDS
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Re: Buletinul oficial HONDA
« Răspuns #71 : August 07, 2016, 09:49:29 a.m. »
http://hondanews.eu/eu/en/cars/media/pressreleases/75977/vehicle-performance-leader-jason-widmer-shares-nsx-instant-response-philosophy?utm_campaign=NewsAlert_1152&utm_medium=Email&utm_source=hondanews.eu


Vehicle Performance leader Jason Widmer shares NSX instant response philosophy


Honda engineer Jason Widmer is responsible for the overall vehicle performance development of the Honda NSX. At the European media launch of the car, he shared the importance of the ‘instant response’ philosophy employed on NSX and some of the challenges faced in the re-birth of an iconic sports car.

Since joining Honda in 1995, your roles have been vehicle performance related in a number of different vehicle segments. Can you briefly explain how your career at Honda has evolved through the different projects you have worked on?

“I joined Honda in 1995, just as research in the SUV segment started. So as a young engineer that knew how to drive off road and tow trailers, I was part of the development team for those capabilities on the first Acura MDX.

The concept for the second generation Acura MDX was to maintain off road capability and compete with more established premium marques. We started driving at the Nurburgring and did a lot of our testing on European roads. Along the way I received specialised vehicle performance related training.

Following the conclusion of MDX development, I moved over to the NSX team. This was certainly a big step, moving from an SUV to a sports car! But the driver training and experience I had gained in Europe made the transition easier.”

Your current role as Performance Development Leader contains a wide range of performance related responsibilities, which area brought the most challenges?

“There are two challenges that come to mind. The first was the design of the new NSX. We revealed the car very early on in the development and because it was so warmly received, we didn’t want to modify it significantly. We reset a number of our performance targets and decided we needed a new power unit to meet these targets.

Taking a design which was set for a normally aspirated, transverse mounted engine and then adapting it to a twin turbo charged, longitudinal engine brought new issues in the area of heat management, packaging and aerodynamics. The collaboration that was required between the design and engineering departments resulted in an even more exotic look with class leading aerodynamics.

The second challenge is related to the integration of the many advanced systems within the car. NSX has a three motor hybrid system, a brand new 9-speed dual clutch transmission and twin turbo charged V6 engine. The coordination of this advanced power unit was difficult in itself but we also linked the advanced chassis systems as well. Ensuring all components coordinate with each other seamlessly to create a very organic feeling car was of paramount importance to the concept of the vehicle.”

The new NSX features a number of technology systems aiding overall vehicle performance. What was the process for selecting and planning a particular technology to be included within the new NSX?

“Our concept was founded in our own beliefs of what would make a perfect Honda sports car. We were very mindful of the competitors and tested a lot of cars during development, from the smaller end of the category, all the way up to highly exotic supercars. The experience with the competitors was used as a reference and helped give us confidence that the new sports experience we were after would truly bring new value to the segment.

Our direction was founded in the belief that instant response from all systems is good for the driver. If you take a car with a delayed or non-linear response you have to learn to drive around these issues. For example, you turn for the corner and you know there is going to be some delay before the car actually moves. Having to think about that takes additional mental capacity. Couple that with a transmission that always delays the downshift or a throttle that always delays in giving you power. Each one of these delays in the vehicle makes you further have to concentrate as a driver and if you are concentrating on all these, you cannot concentrate on driving the car.

So with that fundamental philosophy, we looked towards technology that could take away delay and provide a direct and linear response to the driver’s request. The three electric motors were included with the aim of removing delay, in acceleration response and turn in response. Even the dampers, the steering system, these are all centred on giving a vivid response to the drivers request.

So you have this combination of technologies that have the capability to give you instantaneous response, but you have to fine tune as to how to give that response in a smooth, controlled manner that is intuitive to the driver.”

Today, many of the original NSX can be seen driving on roads across the world due to its reliability. With the proliferation of systems on the new car, how did the team ensure durability was not compromised?

“Honda’s roots are founded upon reliability. The new NSX is an extremely advanced and sophisticated car; however the durability targets are exactly the same as for any of our other passenger cars.

Honda has been making hybrid power units for a long time, longer than any other manufacturer. We understand hybrid, batteries and the durability associated with those systems. We have no concerns regarding the reliability of the system; we have simply installed it in to a new platform with higher performance.”

How did you and your team implement target setting and benchmarking the new NSX in such a fast growing and advancing segment?

“Benchmarking and target setting takes place for any Honda product, but as you mentioned, the sports car and supercar segments move fast. Often manufacturers are making changes on a yearly basis and the power and various performance aspects are changing rapidly.

Of course, you know how long development is going to take and therefore you make some estimations and calculations as to where the industry is going to be at the time of launch.

But the NSX was heavily founded in the New Sports eXperience philosophy, a more subjective, ‘whole vehicle’ feeling. That in itself was very special and made the traditional benchmarking of 0-100km/h times, braking distances and other data driven benchmarks secondary.

Honda is bringing this new experience to the table, from that view point there is no competition. We think that it gives us a very special place in the market.”

ENDS
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Re: Buletinul oficial HONDA
« Răspuns #72 : August 09, 2016, 09:03:51 p.m. »
http://hondanews.eu/eu/en/cars/media/pressreleases/76319/vehicle-engineering-leader-jason-bilotta-explains-world-first-technology-application-on-new-honda-ns?utm_campaign=NewsAlert_1165&utm_medium=Email&utm_source=hondanews.eu


Vehicle engineering leader Jason Bilotta explains world first technology application on new Honda NSX

Honda engineer Jason Bilotta is responsible for the overall vehicle design and engineering of the new Honda NSX. At the European media launch of the car, Jason shared an insight into the application of world first technologies in order to maintain original NSX core values.

Can you briefly explain how your career at Honda has evolved through the different projects you have worked on to date? In addition, how did you become involved with the NSX project?

“I started at Honda in 1994 as a chassis design engineer and built up expertise in fuel system development. My first project leader role was for the Ridgeline pickup truck, where I was responsible for chassis development. Specifying an independent rear suspension was the crowning achievement for the chassis group on that particular vehicle!

I then moved to manage the chassis design group for 5 years and led the design and development for our light truck platform, which compromises of the Acura MDX, the Pilot and new Ridgeline.

As the Ridgeline project was coming to a close and the NSX project started to gather pace I was in a fortunate position to be assigned the design and development leader role. To say I was happy was an understatement!”

Were there any challenges between combining exterior styling with exterior engineering design of the new NSX?

“A central concern of mine was to ensure that we did not lose the essence of the original show car concept that had been so well received, but balance this with a need to package components in the best way for the performance targets we set.

It was very much a group effort, working together between offices to truly maintain that show car concept. We spent a lot of time managing the airflow through the vehicle to cool off the power unit, and allowing the air to enter various ducts to access the heat exchangers. All of this was done whilst still providing aerodynamic downforce on both the front and rear axles.”

The new NSX features a world first application of 3 dimensional bent and quenched tubing in order to provide a very thin A-pillar. Can you tell me a little more about how this process came about?

We are always researching new technologies for various applications and this particular technology came about through one of our traditional Honda suppliers. Trying to follow the original heritage of the first generation NSX, renowned for its excellent forward visibility, we recognised the benefit this new technology could bring to the A-pillar design of the new NSX.

We also recognised when trying to meet the safety standards for roof crush, the A-pillar would traditionally become very large.

We found that this technology would be a suitable application within NSX, to provide something special that no other competitor can offer.”

One of the original NSX values was for the vehicle to act as an extension of the driver. Can you highlight how the interior of the new NSX is designed and engineered to replicate that value?

“It is a very core concept of the NSX to support the driver’s inputs. For that reason, we designed the interior cockpit to truly support the driver to allow complete focus on the task at hand.

Ergonomically speaking we set a very low hip point and a very simple drivers interface that is not complicated or causes any distraction whilst operating the vehicle.

We made sure the seat was comfortable, yet truly supported the driver both in the lower torso and in the hip area to withstand any kind of dynamic manoeuvre. In addition, we wanted the seat to allow the freedom of motion in the upper torso as you interact with the steering wheel. We padded the centre console and door lining to avoid any disturbance that can be found from a hard carbon or aluminium surface.”

When engineering the design of the new NSX, did you consult with other product design teams, or perhaps some of Honda’s racing teams?

“Probably the most significant influence was meeting with the original NSX team at Motegi, Japan. Not only did we meet the original engineers, but also customers, who brought their own NSX.

Feeling the passion from customers, talking to them and seeing what they really enjoy about their vehicle motivated us to retain as much of that original NSX spirit in the new car as possible. Meeting with the original engineers and understanding the core DNA and the concepts they wanted to achieve was so inspirational - it really formed the foundation of how we went about the development of the new car.”

Finally, do you have a future vision for the new NSX?

“The current NSX represents the pinnacle vision within Honda for a New Sports eXperience. We are providing technologies that enable the driver to feel at one with the vehicle.

The future vision of the NSX is to maintain that same core direction, much like the original NSX. Throughout its life we expect to further explore and improve upon what we have achieved so far. We hope the third generation will continue along that same line with even more advanced technology in order to provide a seamless interaction between car and driver and hold true to the original NSX concept.”

 

ENDS
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Re: Buletinul oficial HONDA
« Răspuns #73 : August 16, 2016, 05:57:32 a.m. »

http://hondanews.eu/eu/en/cars/media/pressreleases/75981/new-honda-civic-hatchback-heads-stateside?utm_campaign=NewsAlert_1153&utm_medium=Email&utm_source=hondanews.eu

New Honda Civic hatchback heads stateside

    Production and export of US Civic hatchback commences
    Honda of the UK Manufacturing (HUM) in Swindon, UK is global production hub for hatchback model
    Production for European Civic hatchback model starts later this year with sales starting early 2017

Production of the US version of the new Civic hatchback has started at Honda’s UK manufacturing base in Swindon. The first cars bound for the US set sail earlier this week, due to arrive in US dealers in September. Honda of the UK manufacturing (HUM) is the global production hub for the tenth-generation Civic hatchback, and received an investment of over £200 million to prepare for the start of production of this new model.

Civic is Honda’s biggest selling nameplate worldwide and this tenth generation is one of the most comprehensive new model developments ever undertaken by the brand. The four-door sedan version was launched in US in late 2015, and received the coveted North American Car of the Year award.

Production of the hatchback for European markets will commence towards the end of 2016, with sales beginning in the first quarter of 2017. HUM will also export the model to other key global markets.

Honda of the UK Manufacturing (HUM) is Honda’s flagship production facility in Europe and a key part of Honda’s global manufacturing network. Since 1989, Honda’s total investment in HUM has exceeded £2.1 billion.

- Ends -
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Re: Buletinul oficial HONDA
« Răspuns #74 : August 18, 2016, 06:27:29 a.m. »
http://hondanews.eu/eu/en/cars/media/pressreleases/76968/honda-news-round-up-july-2016?utm_campaign=NewsAlert_1181&utm_medium=Email&utm_source=hondanews.eu


Honda News Round-up - July 2016

 

Honda News from Europe and the rest of the world

Summary

Europe

    Honda engineer Ted Klaus gives an insight into the genesis of the new NSX
    Honda Jazz wins Auto Test Value Award
    Honda's European Resurgence Continues

Asia

    Honda to begin joint artifical research project with SoftBank

North America

    Honda UNI-CUB participating in Hackathon
    Honda debuts custom designed "Sonic Civic" at Comic-Con

 

EUROPE

“It’s like finding your perfect dance partner” Honda engineer Ted Klaus gives an insight into the genesis of the new NSX

As the European media got their first chance to drive the new NSX, large project leader Ted Klaus gave some insight into the car’s genesis, philosophy and what it means for the Honda brand.

Klaus shared the highlights, challenges and memories of the project, in addition to his future vision of the new NSX platform.

For more information, click here

Honda Jazz wins Auto Test Value Award

German automotive publication “Auto Test” awards Honda Jazz with prestigious award. The award recognises the Jazz to have the best price-performance ratio in its class, in addition to an award within the “connected car” category.

The Jazz convinced the jury with its space, variable interior and extensive standard equipment and modern safety systems.

For more information, click here

Honda’s European Resurgence Continues

Following a strong start to 2016, Honda’s European sales have taken a further step up in the second quarter. A full refresh of its car range in 2015 has made it the fastest growing mainstream car brand in Europe.

Honda recorded total sales in EU and EFTA countries of 88,242 units, an increase of 33.5 per cent compared to 2015.

For more information, click here

ASIA

Honda to begin joint artificial research project with SoftBank

In order to further enhance open innovation in the area of intelligent technologies, Honda has been preparing to start up the Honda R&D Innovation Lab Tokyo, a new operation that will focus on the research and development of intelligent technologies.

Through this joint research project, Honda and SoftBank will strive to enable mobility products to utilise conversations with the driver, together with other information obtained from various sensors and cameras installed on the mobility product.

For more information, click here

NORTH AMERICA

Honda debuts custom designed “Sonic Civic” at Comic-Con, celebrating the iconic games 25th anniversary

To celebrate the legendary video game character, “Sonic the Hedgehog”, Honda has collaborated with SEGA to create a one-of-a-kind Sonic Civic in order to commemorate the games 25th year.

For more information, click here

Honda UNI-CUB participating in Hackathon at Shape: An AT&T Technology Expo

Honda’s unique self-balancing personal mobility device, UNI-CUB, will be featured at the upcoming Shape: AT&T Expo in San Francisco.

During the hackathon, software developers from across the globe will compete to develop unique software enabling UNI-CUB to be operated remotely beyond its current scope of operation.

For more information, click here
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