Acura Integra Sedan
From Acura press: Honda Research and Development engineers have long held the dream of producing a world class sports car. With the decisionto create the Acura Division, an appropriate channel became availablefor the distribution of an automobile of this caliber. This automobile would become both a rolling showcase for the firm's technical prowess, and also establish the "performance/luxury" image the Acura Division needed to achieve if it were going to be recognized as a leader in that market segment.
The car that was to become the Acura NSX was envisioned as being not merely a competitor for the exotics and near-exotics already on the market, but a groundbreaking vehicle that would provide the emotional and visceral excitement which is part and parcel of driving an exotic car, and embody the unique Honda spirit.
To understand the how and why Honda even considered building a car like the NSX, it's first necessary to understand the spirit and the high level of car enthusiasm that suffuses every aspect of Honda's worldwide organization. Historically, Honda has always been a "racing" company. From its initial interest in motorcycle racing in the '60s , to its current dominance in FormulaOne, Honda has always taken racing as a serious endeavor. And its involvement with motorsports was never an afterthought or promoted on an occasional basis as an adjunct to the latest marketing strategy.
It was an integral part of Soichiro Honda's philosophy, a philosophy that was nurtured and encouraged and placed at the core of Honda's approach to building cars. As a result, the enthusiast ethic, the idea that cars, no matter what their market niche, should be amply endowed with a large dose of driving fun, is part of everyone's job description. It comes with the territory.
The design targets for the engine that was to power the Acura NSX were light weight, high power output per liter, high revving capability, smoothness and instantaneous throttle response. Equally important was excellent fuel efficiency in order that the car avoid the U.S. gas guzzler tax.
A number of different engine configurations were considered but the optimum choice was a normally aspirated V6. Turbocharging or supercharging was dismissed because of the inherent boost lag which adversely effects instant throttle response. Compound turbos and superchargers were also discarded because they added a layer of complexity that the project team felt was not part of the NSX's portfolio. They wanted to keep the NSX as pure and as simple as they could. But could a normally aspirated V6 be made to produce very high power levels and still yield the durability, reliability, and smoothness for which Honda engines have been famous? The answer is obviously yes, but to get there, the engineers had to tap every resource at their disposal and practically re-invent valvetrain technology. The approach they took in developing the engine was fundamental.
They felt that by optimizing basic engine technology and coming up with some fresh thinking, all the targets were achievable. In its final state of tune, the engine has among the highest power per liter output of any normally aspirated engine.
The result is an all-aluminuml 3.0 liter (2977cc), dual overhead cam, four-valve per cylinder, V6 engine which produces 270 hp at 7100 rpm when mated to the manual transmission, and 252 hp at 6600 rpm when mated to the automatic transmission. The torque rating is 210 lbs.-ft. at 5300 rpm for both manual and automatic transmissions. The redline for the manual is 8000 rpm while the automatic is 7500 rpm. Fuel cutoff is 8300 rpm for the manual and 7800 rpm for the automatic. The engine has a bore and stroke of 90 x 78 mm. The compression ratio is 10.2:1.
An exclusive Variable Valve Timing and Lift Electronic Control System (VTEC) has been developed which optimizes volumetric efficiency at both high and low engine speeds.