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The new NSX has the lowest CG among its core competitors.\n\nThe payoffs are quick response when you want it, minimal unwanted body movement and a stable ride, thus raising the performance levels without punishing the driver and passenger.\n\n###  Aerodynamics\n\nEvery square inch of the Acura NSX exterior body panel surfaces, fluid shapes, air inlets, exhaust outlets and the positioning, shaping and thickness of its floating C-pillars serves a distinct purpose: to optimize aerodynamic efficiency and support dynamic driving performance.\n\nThe second-generation Acura NSX was designed with a total airflow management strategy to achieve critical cooling flow performance, while minimizing drag, and to provide precise downforce distribution between the front and rear axles to help ensure vehicle stability at high speeds. The total airflow management strategy manages airflow not only under and over the exterior surfaces, but through the front and rear motor rooms.\n\n*  Front tire wake management was critical to achieving downforce at the front axle, working together with air exiting from the hood and fender vents and promoting smooth airflow down the sides to be re-used through the rear motor room\n*  The rear decklid spoiler was tuned in conjunction with the diffuser and tail light exit slot to achieve rear axle downforce targets and minimize drag\n*  Rear brake cooling ducts pull air off the flat floor and direct air through hollow rear suspension members for efficient rear brake cooling, resulting in world-class fade performance\n\n###  Space Frame and Body Panels\n\nLike the original Acura NSX, which was the world's first all-aluminum exotic car, the all-new Acura NSX has a cutting-edge structure. Its multi-material space frame and body panels utilize new materials and construction methods. They deliver next-generation structural rigidity, outstanding outward visibility, world-class collision performance and superior surface and paint quality, befitting a next-generation Acura supercar.\n\nThe aluminum-intensive space frame and multi-material body panels also minimize weight with superior packaging flexibility for the NSX Sport Hybrid SH-AWD power unit. The high level of dynamic rigidity reduces noise, vibration and harshness (NVH) and ensures that driver inputs are directly translated to vehicle actions with incredible speed and fidelity—the essence of the New Sports eXperience.\n\nSome key features of the NSX multi-material space frame and body panels are:\n\n*  **Unmatched dynamic torsional rigidity** – The NSX directly responds to the driver's cornering demands, instantly transmitting those inputs to the chassis while maintaining perfect connection between front and rear axles, communicating both the driver's action and any changes in the road surface with the utmost fidelity.\n*  **Ultra-high local chassis rigidity** – Each chassis component is mounted to a rigid casting supported by extruded aluminum frame members that act like “truss structures” such that high local attachment-area stiffness is ensured in all directions, helping maintain the precisely‑designed chassis geometry at all times.\n* **World's first automotive application of ablation casting technology** – Used both at front and rear, these ablation cast aluminum frame nodes serve as ultra-rigid mounting points for the suspension. Applied in key crush zones, these nodes link frame sections together and uniquely deform in a manner similar to a forged component but with lower weight, enabling shorter front and rear overhang, reduced vehicle mass and world-class collision performance.\n* **A-pillars: Super strong, yet slender** – In another world's first, a new three-dimensional bent and quenched (3DQ) frame member was employed to create thin yet sturdy A-pillars. The resulting ultra-high-strength material allows a slender cross section to maximize forward visibility while meeting structural demands, including roof-crush requirements.\n\n###  Chassis\n\nAs the connection between the driver and the road, the all-new Acura NSX chassis provides high‑fidelity steering and road feedback. Advanced technologies combine to produce sports car agility at low speeds, with confidence-inspiring stability and predictability at high speeds. The NSX faithfully translates driver inputs under a wide range of driving situations for ultimate handling performance.\n\n*  All-aluminum front and rear suspension systems provide precise control through highly rigid construction and precise geometry\n*  Rigidly-mounted variable gear ratio electric power steering (EPS) eliminates the need for hand‑over‑hand steering, once out of the parking lot\n*  Electro-servo sports brakes (ESB) seamlessly integrate friction and regenerative brake systems to provide a powerful and confident response\n*  Third-generation active magnetorheological (MR) dampers stabilize tire-to-road contact while stabilizing vehicle roll, pitch and heave motions\n\n###  Interior and Exterior\n\nEvery interior design element of the new NSX enhances the New Sports eXperience for its driver. The second-generation NSX respects the fundamental, driver-centered interior concept of the original NSX with attention to enhanced visibility, driver support and comfort, ergonomics and simple driver interfaces presented with elegant materials and design. \nStaying true to its Precision Crafted Performance DNA, the “interwoven dynamic” exterior design of the NSX integrates supercar aesthetics with supercar performance while significantly contributing to the total airflow management strategy. Additionally, the NSX contains innovative multi-material body panels.\n\n###  Integrated Dynamics System\n\nThe new NSX is designed to provide a wide range of driving experiences and dynamic character commensurate with the desires of the driver and the driving environment via its Integrated Dynamics System, the most advanced of its kind in an Acura vehicle.\n\nThe Dynamic Mode Dial, located in the center console, puts this customizable driving experience at the driver's fingertips, allowing drivers to dial-in desired performance by selecting among four dynamic modes: Quiet, Sport, Sport+ and Track.\n\nNSX advanced technologies—including its rear Sport Hybrid power unit, front-mounted TMU, third-generation MR dampers, electric power steering and electric-servo braking system—enable a finer and more wide ranging degree of control over the dynamic character of the NSX.\n\nWhether flying under the radar in Quiet mode, enjoying a refined yet still exhilarating long-distance cruise in Sport mode, carving up a mountain road in Sport+ mode or exploring the at-limit track performance of NSX in Track mode, the NSX Integrated Dynamics System conforms the dynamic character and capabilities of the car to the will of the driver.\n\nHighlights of the tuning available from the Integrated Dynamics System include:\n\n*  Throttle, brake and steering response and feedback\n*  Sport Hybrid SH-AWD power unit active drive force\n*  Suspension response, feedback and support\n*  Vehicle Stability Assist (VSA), including Agile Handling Assist (AHA) and Traction Control System\n*  Engine sound, inside and outside the vehicle\n\n###  Anatomy of a Turn in the New NSX\n\nIt is difficult to effectively convey in words the immediate, high-fidelity acceleration force that NSX provides, or the incredible feeling of direct yaw control that adds a sense of at-will rotation to the experience of steering. The following excerpt was taken directly from NSX expert drivers' board notes, in an effort to visually map the New Sports eXperience that the all-new NSX provides through a turn on the track:\n\n[![5a6e91e54980a1b42baeace70cdad4f3.png](https://www.steemimg.com/images/2016/08/25/5a6e91e54980a1b42baeace70cdad4f3.png)](https://www.steemimg.com/image/gQNcp)\n\n[![c567803e1bf6e7e12bd672581dc11273.jpg](https://www.steemimg.com/images/2016/08/25/c567803e1bf6e7e12bd672581dc11273.jpg)](https://www.steemimg.com/image/guMMS)\n\nFor more insight on the engineering and science behind the new NSX:\n\n**The Aerodynamic Science Of The NSX**:\nhttps://steemit.com/technology/@acura-tech/the-aerodynamic-science-of-the-nsx\n\n**Inside The NSX Power Unit**\nhttps://steemit.com/technology/@acura-tech/inside-the-technology-the-acura-nsx-s-power-unit",
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      "title": "The Aerodynamic Science Of The NSX",
      "body": "A supercar needs to be visually spectacular, no question. But a supercar’s body is more than just sculpture. It’s sculpture that moves really fast!\n\n###  Control, Cooling and Combustion\nAir performs several critical functions for the NSX:\n\n›   Aerodynamic performance is critical to reduce drag,\n    create downforce and balance the car’s handling\n    across the entire speed range.\n\n›   A supercar is an incredibly dense assemblage of\n    components and a lot of them are wicked hot,\n    requiring continuous cooling airflow.\n\n›   The engine itself needs to breathe to convert\n    premium unleaded into life-changing memories.               \n\n[![airflow.jpg](https://s12.postimg.org/xo3baij6l/airflow.jpg)](https://postimg.org/image/4lp17owwp/)\n[![airflow2.jpg](https://s16.postimg.org/jflls6u6t/airflow2.jpg)](https://postimg.org/image/fvzo2drgx/)\n[![airflow3.jpg](https://s4.postimg.org/c4hw9esn1/airflow3.jpg)](https://postimg.org/image/djjgy4tq1/)\n\n###  Hot Spots\nThere are seven different heat sources in the hybrid-based powertrain that make the NSX go:\n\n›   3.5-liter V-6 Engine\n\n›   Twin Turbochargers\n\n›   9-speed Transmission\n\n›   Dual Clutch System\n\n›   Power Distribution Unit\n\n›   Twin Motor Unit\n\n###  “Too Cool!”\nCooling air is directed at the parts that make NSX go and the parts that make it stop:\n\n›   To provide efficient cooling, airflow is managed\n    through 10 different heat exchangers.\n\n›   To make the NSX stop, four massive disc brakes\n    convert kinetic energy into intense heat,\n    so each disc and caliper needs cooling, too.\n\n###  Form with a Function\n**Scoops, Slots and Curves**\nDuring the development of the NSX, the engineering team worked to take full advantage of virtually every molecule of air passing, not only over the body, but also through the body. They attacked the aerodynamic performance from every angle with computer simulations and wind-tunnel testing. Every scoop, slot and curve of the NSX body is there for a reason. \n\n###  Every scoop, slot and curve of the NSX body is there for a reason.\n \nImagine for a moment you’re a stationary molecule of air, just hanging out, being air. An NSX appears on the horizon, bearing down on you at high speed. Uh-oh. This is going to be a wild ride!\n\n›   When the NSX arrives (swiftly) you might flow\n    through the large front intakes, feeding three large\n    radiators that provide cooling to the advanced power\n    unit. Now much hotter than you were milliseconds\n    ago, you exit the car’s body through hood vents—\n    providing critical front downforce.\n\n›   Or you might enter through wheel wake vents and\n    be directed to the broiling-hot front brakes—and\n    then get sucked out of the fender vent, which\n    creates a jet stream and pushes you against the\n    door and along the body. (This is important,\n    because the NSX is not through with you.)\n\n›   From there, you might dive into the large side air\n    intakes underneath the floating C-pillar to feed the\n    engine intake, cool the intercoolers and further cool\n    the power unit.\n\n›   Or you might exit through the C-pillar onto the rear\n    deck lid, providing rear downforce. A combination of\n    the rear deck spoiler, the rear diffuser and the small\n    taillight vent work in unison to keep you in line.\n\nAnd suddenly, it’s over. The NSX is gone, but you’ll be telling your molecule buddies about the experience for years to come.\n\nAmerican Honda created the video below to demonstrate the air flow in action\n\n<iframe width=\"560\" height=\"315\" src=\"https://www.youtube.com/embed/3TFSmNdPIbs\" frameborder=\"0\" allowfullscreen></iframe>",
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      "body": "Also, how did you do the table/rows for the specs?",
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      "body": "Loved the article and dive into the technology. It helped inspire me to write a similar article about some electric motor tech I've been following for the past few years. I also referenced your article in the bottom of mine, I hope you don't mind.\n\n**[Check it out and let me know what you think](https://steemit.com/electric/@hunterisgreat/meet-the-future-of-electric-motors-yokeless-and-segmented-armature-yasa-technology)**",
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      "title": "Inside The Technology - The Acura NSX's Power Unit",
      "body": "The NSX Sport Hybrid Super Handling All-Wheel Drive (Sport Hybrid SH-AWD) power unit electrifies all phases of driving, whether accelerating, braking or cornering. Sport Hybrid SH‑AWD is a further evolution of Acura's highly regarded Super Handling All-Wheel Drive (SH-AWD). It is a first-of-its-kind technology in the exotic sports car segment. Instantaneous acceleration G force is experienced from the moment the driver touches the throttle, through the immediate torque response of three electric motors working in concert with the bespoke, twin‑turbocharged V6 and 9-speed dual clutch transmission (9DCT).\n\n![90046c84d24d814ebc9a5074b44553a7.png](https://www.steemimg.com/images/2016/08/24/90046c84d24d814ebc9a5074b44553a7.png)\n\nThe NSX driver will experience peak performance from the Sport Hybrid SH-AWD power unit's marriage of mechanical and electrical components, working as a system to provide instant and linear acceleration, consistent and powerful braking and precise and predictable handling. Like the first‑generation NSX, this driver-centered supercar makes the most of every driver's capabilities while minimizing driver workload and virtually eliminating the conventional tradeoffs between limit performance and everyday driving pleasure.\n\n* The twin-turbocharged V6 engine creates powerful thrust, while the electric Direct Drive Motor and TMU respond immediately to the driver's throttle demands.\n* Rear axle torque flows through the new 9DCT; 1st gear is for maximum launch acceleration, the close-ratio gears (2nd–8th), making the most of the NSX power band, while 9th gear is optimized for effortless highway cruising.\n* The front-mounted Twin Motor Unit (TMU) provides through-the-road \"active all-wheel drive\" with independent electric motors producing on-demand drive force at the front wheels. The TMU \"direct yaw control\" ability enhances agility, stability and cornering precision—the NSX driver can execute super-precise line tracing during cornering.\n* The TMU provides regenerative braking force, supporting braking demands and direct yaw control with negative torque while recharging the hybrid battery.\n* The TMU also provides electric vehicle operation in Quiet mode at speeds less than 50 mph for short distances.\n\nEvery time the driver makes a power demand, the TMU and the Direct Drive Motor immediately augment power production from the twin-turbocharged V6 engine, using the instantaneous torque that is an inherent characteristic of electric motors. Total system peak output is 573 horsepower—500 horsepower from the gasoline engine and 73 horsepower from the TMU and Direct Drive Motor.\n\n![50ebb19da11054b6077a5ec1b2309c3e.png](https://www.steemimg.com/images/2016/08/24/50ebb19da11054b6077a5ec1b2309c3e.png)\n\n######     System drive force across time at wide open throttle\n\n##  Twin-Turbocharged V6 Engine\n\nAt the heart of the NSX Sport Hybrid SH‑AWD power unit is a bespoke, twin-turbocharged, V6 engine that achieves high power and broad torque output.\n\n![cf7fc851a653cd6c9e8e66fbdaa57892.png](https://www.steemimg.com/images/2016/08/24/cf7fc851a653cd6c9e8e66fbdaa57892.png)\n\n######  NSX twin-turbocharged V6 engine\n\nWith a compression ratio of 10.0:1, the NSX engine has a specific power output of more than 140 hp per liter of engine displacement, due to a number of advanced engine technologies.\n\n![d0c46537c19540f58b3b533e8ef3484b.png](https://www.steemimg.com/images/2016/08/24/d0c46537c19540f58b3b533e8ef3484b.png)\n\n##  Acura Firsts for the NSX Engine\n\n* Twin-turbo induction system\n* Swing arm-type compact valvetrain system\n* Three-piece water jacket (engine block and heads), including water jackets between the cylinder bores\n* Plasma-transferred thermal spray‑coated cylinder walls\n* Use of both direct and port fuel injection systems\n* Two-stage chain drive system for the valvetrain\n* Viscous damper mounted to the crankshaft\n* Dry sump lubrication\n\n## Engine Highlights\n\nThe bespoke, twin-turbo system for the all-new engine offers a strong balance of high power with broad torque, high fuel efficiency and inherent packaging advantages. Through careful research and development, the NSX engine design and engineering team determined that the ideal boost pressure is 105 kPa (1.05 bar or 15.23 psi).\n\nIncreasing the engine intake air pressure also increases the intake air temperature. A high‑volumetric flow air-to-air intercooler dramatically reduces intake air temperature, while increasing the density of the air intake charge for maximum power.\n\nEach turbocharger uses an electronic wastegate for fast response and precise control. The single-scroll turbocharger design uses smaller turbos to reduce weight and improve packaging, while still meeting power and performance benchmarks.\n\nIn an engineering and design exercise drawn straight from Acura's extensive racing experience, the cylinder heads fitted to the twin-turbocharged V6 are highly compact at a 75-degree angle. They include a compact valvetrain that uses swing arm-type valve actuators. The more compact head structure reduces the inertial weight of the valvetrain by 22 percent compared to a rocker arm-type design. This compact design together with the dry sump lubrication was focused on lowering the vehicle's center of gravity.\n\nThe cylinder heads utilize a three-piece water jacket for improved cooling efficiency and coolant flow control. The race-inspired cylinder head design also optimizes the swirling of intake air so that it mixes with fuel in a more ideal manner for improved combustion, improving efficiency and emissions performance.\n\n##  Plasma-Transferred Thermal Spray-Coated Cylinder Walls\n\nMost aluminum engines require a cast iron cylinder liner to provide sufficient wear resistance. Instead, engineers on the power unit development team applied a plasma‑transferred thermal spray to the cylinder walls. This recently‑developed technique offers 52 percent better heat transfer (thermal conductivity) and a nearly 7lb.-decrease in overall engine weight versus cast iron cylinder liners. Additional benefits of the plasma-transferred thermal spray‑coated cylinder walls include increased horsepower, torque and throttle response.\n\nThe plasma-transferred thermal spray process melts an atomized iron powder that can be sprayed onto the cylinder walls. A supersonic plasma jet is used to spray the molten material, stacking the tiny particles on top of each other to form a very thin and extremely wear-resistant coating. Eliminating cylinder liners allows additional water channels to be placed between the cylinder bores for improved cooling efficiency.\n\n##  Intake and Exhaust Variable Valve Timing Control\n\nThe NSX engine incorporates intake and exhaust valve timing control (VTC) technology, which balances high torque and maximum power output with reduced exhaust emissions and superior fuel efficiency.\n\n1.  At engine idle, VTC stabilizes combustion for smooth idling by minimizing intake and exhaust valve overlap, decreasing the amount of exhaust gas recirculation.\n2.  During steady-state cruise or under light acceleration, the VTC system reduces exhaust emissions and engine pumping losses by optimizing valve overlap.\n3.  Under wide open throttle at low engine speeds, the overlap of the intake and exhaust cam timing is expanded so that the turbochargers can work at maximum efficiency for optimal power delivery and responsiveness.\n4.  When operating the engine at elevated rpms, overlap of the exhaust and intake timing is gradually reduced for improved volumetric efficiency to create maximum power.\n\n##  Direct and Port Fuel Injection\n\nThe NSX engine combines both direct and port fuel injection systems to provide exceptional power production and emissions performance.\n\nDirect injection is the primary means of fuel delivery within each cylinder, while port injection is used for additional power output in high-performance driving situations. The direct injection system electric fuel injectors are mounted in the cylinder head and spray a fine, highly atomized mist of fuel directly into each cylinder under very high pressure. This is done so that the fuel ignites almost instantaneously and completely, maximizing engine performance and fuel efficiency with reduced emissions. Under high‑performance demands, the port injection system supplements the direct injection system, feeding fuel into the intake ports where it mixes with the incoming air for increased power production.\n\nIn summary, by optimizing the direct and port injection system with the operation of the engine's twin turbochargers, the NSX Sport Hybrid SH-AWD power unit engineering and development team were able to:\n\n*  Optimize direct injection and high tumble airflow combustion process within each cylinder for outstanding *  * emissions performance\n*  Improve combustion efficiency and power output, assisted by the high tumble intake port design\n*  Precisely supply the required amount of fuel for maximum power output\n*  Reduce the production of hydrocarbons and particulate by avoiding fuel wetting on the piston and cylinder sleeve\n\n##  Dry Sump Lubrication\n\nIn another application of race-bred technology, the all-new NSX is the first production Acura vehicle to use a dry sump engine lubrication system. This system lowers the engine center of gravity by 2.4 in. (61 mm) while helping ensure consistent engine lubrication under extreme cornering load conditions. The dry sump lubrication system replaces the conventional oil pan with a separate oil reservoir and a dedicated chain-driven oil pump mounted directly to the lower engine block. Six separate scavenger pump impellers collect the oil, and two pump rotors feed it back into the oil tank.\n\n![dd693742c0b134eb3abe94de3caa9e16.png](https://www.steemimg.com/images/2016/08/24/dd693742c0b134eb3abe94de3caa9e16.png)\n\n##  *Intake System*\n\nA two-into-one intake manifold design minimizes torque deviation between each bank of cylinders. Twin throttle bodies allow more air into the system and finer throttle control, while reducing the pulsation of the air.\n\n##  *Exhaust System*\n\nCompact and lightweight, the stainless steel exhaust system fitted to the NSX includes two catalytic converters per cylinder bank and four outlets, enhancing exhaust gas flow and reducing emissions. Silicon exhaust system mounts resist heat and offer a stout means of securing the exhaust system to the vehicle.\n\n##  *Engine Sound Management*\n\n##  Intake Sound Control\n\nTo enhance the driver's visceral experience inside the NSX cabin, the Integrated Dynamics System can be used to engage the new intake sound control and active exhaust valve systems to fine-tune cabin sound quality and volume to match the selected dynamic mode. The sound pressure level range within the cabin between wide open throttle in Track mode and electric vehicle cruising in Quiet mode is 25 (dB)—a wide range of audible sensation.\n\nIntake sound control utilizes a pipe, connected directly to the engine's intake manifold, with an electrically-operated butterfly valve that can be opened and shut, depending on the Integrated Dynamics System setting. A diaphragm translates high-pressure air from the manifold to 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.\n\n![81517ed7ceff357b4d9b045fc025e972.png](https://www.steemimg.com/images/2016/08/24/81517ed7ceff357b4d9b045fc025e972.png)\n\n##  Active Exhaust Valve\n\nThe NSX active exhaust valve system is a complimentary component of the Integrated Dynamics system, offering quiet and refined driving or pulse-quickening sound at the will of the driver. Two electrically-operated valves are either open or closed based on driver throttle inputs and the selected mode of the Integrated Dynamics System setting.\n\n*  In Quiet mode, the exhaust valves are closed, and the exhaust gases are routed through silencers and out the two outboard exhaust pipes for a more subdued exhaust sound, allowing the driver to experience the intake soundtrack more clearly. Power and torque from the Sport Hybrid SH-AWD power unit is more than sufficient to effortlessly meet driver demands.\n*  In Sport mode, the exhaust valves are initially closed. They will open depending on how aggressively the driver accelerates.\n*  In Sport+ and Track modes, the exhaust valves are open, enabling maximum exhaust gas velocity out of all four exhaust pipes. This produces maximum engine performance and a full‑throated exhaust note.\n\nThe active exhaust valve system—together with the cabin sound modulation technologies of Active Sound Control and Intake Sound Control—serves to create a customizable auditory experience both in and outside of the NSX. From the hushed silence of Quiet mode to the full concerto of Track mode, the cabin fills with sounds every driving enthusiast loves to hear: the high‑performance \"pop\" from the exhaust when executing an upshift, the quick blip of the throttle upon downshifting and the occasional distinctive off-throttle burble that is a welcome reminder of the power and torque capability of the twin-turbocharged V6 engine.\n\n##  *Engine Balancing and Break-In*\n\nThe NSX Sport Hybrid SH-AWD power unit development team further improved engine performance and refinement by reducing noise, vibration and harshness (NVH). The latest in engine balancing technology and a number of new processes were applied to achieve optimal balance, such as:\n\n*  Next-generation engine diagnostic equipment to more accurately measure engine imbalance\nVariable bolt weights applied to the eight mounting holes on the flywheel\n*  Nine mounting holes added to the crankshaft viscous damper that can be used for fine tuning\n*  Before being fitted into the NSX, the engine undergoes an important additional quality step called a \"hot fire\" break-in program. The engine is placed under load on a specially-designed engine dynamometer that simulates the equivalent of 150 miles of driving.\n\n##  Direct Drive Motor\n\nThe Direct Drive Motor, packaged between the twin-turbocharged V6 engine and the 9DCT, provides additional torque and power assist to the rear wheels.\n\n![b38a5449f1038cff0779f03afb56acd9.png](https://www.steemimg.com/images/2016/08/24/b38a5449f1038cff0779f03afb56acd9.png)\n\n######  NSX Direct Drive Motor\n\nTo 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 front-mounted TMU, helps the NSX realize immediate, high-output and high-torque acceleration. The effectiveness of this design is particularly noticeable when accelerating from a standstill at low engine speeds.\n\nThe NSX utilizes its Direct Drive Motor to start the engine instead of using a conventional 12-volt engine starter motor. Eliminating the 12-volt starter ring gear reduced weight and layout complexity.\n\nTo help improve fuel efficiency, the NSX comes equipped with idle stop capability. Using the powerful Direct Drive Motor as an engine starter ensures that engine restarts are smooth and quick. Engine idle-stop is also fully integrated into the operation of the Automatic Brake Hold system.\n\nAdditionally, the Direct Drive Motor acts as a generator, helping to maintain the hybrid batteries at full charge to consistently support driver demands under almost any condition—even while lapping a track at full bore.\n\nThe Direct Drive Motor has a liquid cooling passage that provides consistent cooling, even when the system is being pushed to the limit, such as on a track excursion.\n\n##  9-Speed Dual Clutch Transmission\n\nThe NSX's bespoke 9DCT plays a crucial role in dynamic performance, delivering lightning-fast and seamless up‑ and downshifts. The 9DCT works in concert with the Direct Drive Motor to make full use of the Sport Hybrid SH-AWD power unit's broad power band to produce quick and precise gear changes that support instant acceleration responses.\n\n![4243a42aa415718279f9c548027df292.png](https://www.steemimg.com/images/2016/08/24/4243a42aa415718279f9c548027df292.png)\n\n######  NSX 9DCT\n\nThe total ratio range with closely-spaced ratios enables the driver to extract maximum power from the NSX twin-turbo V6 engine. The transmission programming selects the right gear at the right time, or lets drivers select as they wish.\n\n*  First gear is configured for maximum vehicle launch acceleration.\n*  The close-ratio gears (2nd–8th) are matched to make the most of the Sport Hybrid SH-AWD power unit's power band. Top speed is achieved in 8th gear.\n*  High gear (9th) has been optimized for quiet cruising and fuel efficiency during steady-state highway driving. When driving in 9th gear on a level surface at 60 mph, the twin-turbocharged 3.5-liter, V6 engine is spinning at only 1,700 rpm.\n\n![7485da57fcf415f2a11c68ec0399368c.png](https://www.steemimg.com/images/2016/08/24/7485da57fcf415f2a11c68ec0399368c.png)\n\n######  9DCT gear ratios\n\n\nAs a key component of the Sport Hybrid SH-AWD power unit's packaging, the 9DCT has been optimized for compact size, low mass and reduced overhang. The clutches and the differential are uniquely situated side-by-side in a common housing, reducing size and mass. The parallel shaft layout reduces overhang from the rear axle, enabling the 9DCT's center of mass to be moved forward.\n\n![c1d84f4eb46b327aa41c6fe7c66b63bb.png](https://www.steemimg.com/images/2016/08/24/c1d84f4eb46b327aa41c6fe7c66b63bb.png)\n\nTop view of the 9DCT\n\nOther advanced transmission technologies incorporated into the 9DCT include:\n\n*  Electronically-operated dual wet clutch, high-rigidity shift fork, double-cone synchronizer and electronic shift actuator work in concert to precisely synchronize shift timing with Sport Hybrid SH-AWD power unit torque for the quickest shifts possible\n*  Precision surfaced high-efficiency hypoid bevel gear tooth shape for smooth operation and minimal gear noise\n*  Use of two oil \"rooms\" within the transmission housing to support efficient and high-capacity cooling\n*  Clutch case and differential carrier integrated into one transmission cable for a lighter and more compact layout\n*  Lightweight, high-strength gearbox case\n*  Multi-plate LSD helps maximize available traction when accelerating and cornering at the limits of tire adhesion\n*  The addition of a lightweight single mass damper for low noise and vibration levels\n*  Exclusive new gear oil that improves lubrication while reducing drag throughout the gear train when compared to a conventional heavier gear oil that increases viscous drag\n\n##  Shift Forks\n\nThe 9DCT features highly-rigid shift forks composed of a specialized, high-strength cast iron that provide a smooth and quick shift response. The 9DCT uses a total of five shift forks for the gear actuator system:\n\n*  A one-way clutch is used for 1st gear\n*  Four shift forks are used for 2nd–9th gears\n*  A fifth shift fork is used for Park and Reverse\n\n##  *Gear Actuators*\n\n\nA compact electric motor is used as a gear actuator instead of a conventional pneumatic or hydraulically-operated gear actuator. This system reduces weight by eliminating the high‑pressure hydraulic pump that is typically used in a gear actuator system. It also provides excellent reliability and system robustness, especially in frequent hard-driving sessions, compared to other available gear actuation systems.\n\n##  *Electric Clutch Actuator*  ![15f4bf2bc212627b822848c0330424ed.png](https://www.steemimg.com/images/2016/08/24/15f4bf2bc212627b822848c0330424ed.png)\n\nLike the electric motor-powered gear actuator, the electrically‑operated clutch actuator eliminates the need for a high-pressure hydraulic pump. The clutch is controlled by a closed-circuit hydrostatic structure, which enables oil pressure to be generated on demand, with greater efficiency.\n\n##  *Shift Characteristics Modification*\n\nAdding to the performance and shifting characteristics of the NSX advanced 9DCT, is the ability of the driver to change shift speed and performance with the Integrated Dynamics System:\n\n*  Quiet – Transmission shift map directs gear shifts at lower engine speeds\n*  Sport – Transmission allows the engine to rev more freely and makes gear changes in a higher rpm range\n*  Sport+ – Accommodates higher engine speed gear changes with quicker, more aggressively executed upshifts and downshifts\n*  Track – Fastest upshifting; 40 milliseconds faster than Sport+ settings\n\n##  *Mass Damper*\n\nThe flywheel has been designed to act as a mass damper. This integrated part is one of the most lightweight components that could be added to minimize mechanical and harmonic vibration caused by oscillation, thereby greatly reducing noise, vibration and harshness (NVH) while helping to ensure the structural integrity and longevity of the transmission case.\n\n##  *Limited Slip Differential*\n\nThe remarkably crisp turning capability and tractability of the all-new NSX is further enhanced by a mechanically-based limited slip differential (LSD).\n\nThe LSD torque bias ratio—an index for slip limit torque that compares torque shifted from a high rotation axle to a low rotation axle—has been optimized to provide two distinct LSD performance settings, ideal for when the wheels are being driven or when the vehicle is coasting.\n\nEngineered to complement the TMU and VSA systems with precision torque vectoring and enhanced traction maintenance, the LSD helps advance vehicle performance in a number of driving situations:\n\n*  Under Braking or Deceleration Approaching a Turn – Increases engine brake torque on the outside tire and wheel for improved vehicle stability\n*  Straight-Line Driving – Pre-load torque enhances vehicle stability when driving in a straight line\n*  Under Acceleration while Turning – Overall vehicle tractability and poise is improved by shifting torque to the outside tire as traction from the inside tire decreases\n\n## *Twin Motor Unit*\n\nThe instant and linear acceleration of the new NSX, coupled with outstanding dynamic capability is enabled in part by its front-mounted TMU. Designed to be as small and lightweight as possible while delivering ample torque and power and precise torque vectoring to the front wheels, the TMU provides supplemental power in conjunction with the twin-turbocharged V6 engine and Direct Drive Motor for instantaneous acceleration whenever desired. The TMU can dynamically apportion its torque to create a yaw moment, enhancing cornering performance. Finally, the TMU recovers braking energy during deceleration to supply power to the hybrid batteries.\n\n\"Using Honda's original beta method to consider overall handling performance, we've been exploring direct yaw control torque vectoring for over two decades,\" said Acura NSX Global Development Leader Ted Klaus. \"With the development of the Sport Hybrid Super Handling All-Wheel Drive System, we can take advantage of the superior responsiveness of the electric motor characteristics within the system to significantly expand the benefits of direct yaw control.\"\n\n![01b064b4971b24b90b1a3bc2b258ec4c.png](https://www.steemimg.com/images/2016/08/24/01b064b4971b24b90b1a3bc2b258ec4c.png)\n\n######  TMU location\n\nInside its die-cast aluminum housing are two electric motors positioned back-to-back. Each 36‑horsepower 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.\n\n![b026554351b385ebe08c5150e52bdbe0.png](https://www.steemimg.com/images/2016/08/24/b026554351b385ebe08c5150e52bdbe0.png)\n\nThe TMU, along with the 109 lb.-ft. torque-generating Direct Drive Motor, provides the bulk of the accelerative force during initial acceleration from a standstill. After the first 0.15 seconds/0.1 G off the line, the high horsepower and torque from the twin-turbocharged V6 engine enters the fray, along with additional power from the Direct Drive Motor. From there, the engine exponentially increases its proportion of power contribution as the vehicle continues its rapid rate of acceleration.\n\nThe TMU is also a key motive force for driving in the Quiet mode setting of the Integrated Dynamics System, allowing for hushed, electric-only vehicle operation for short distances.\n\n##  Intelligent Power Unit\n\nNeatly packaged in the cabin, just forward of the rear bulkhead, the Intelligent Power Unit (IPU) acts as the primary heart and brains of the Sport Hybrid SH-AWD power unit, containing the following components:\n\n*  Lithium-ion battery pack\n*  Junction board\n*  High-voltage distribution bus bar\n*  DC/DC converter for 12V systems\n*  Electronic control units (ECU) for the electric motor and battery\nWhen driving in Sport, Sport+ and Track modes, the vehicle's air conditioning system provides supplemental cooling of the IPU for optimal efficiency and performance. During development, the system was tested extensively in the desert heat of Dubai to ensure its proper function in extreme ambient temperatures.\n\n##  *Lithium-Ion Battery Pack*\n\nPackaged within the IPU is the lithium-ion battery pack that 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 contained within a specially-designed, caseless structure that utilizes the vehicle body itself for a lightweight yet sturdy housing. \nBased on the latest advances in lithium-ion battery technology for automotive applications, both the positive and negative electrodes have been optimized for increased energy density and efficiency. Power output and efficiency of operation have been further improved by implementing a cooperative battery cooling system, fed by fresh cool air channeled into the passenger compartment via the vehicle's air conditioning. Cool air from within the cabin circulates through ducting to cool both the lithium-ion batteries and the DC/DC converter.\n\n##  Power Drive Unit\n\nThe Power Drive Unit (PDU) incorporates three separate inverters to convert direct current to alternating current for use by the Sport Hybrid SH‑AWD power unit's three electric motors: the twin motors of the front-mounted TMU and the Direct Drive Motor. This compact \"3-into-1\" PDU design is critical to the system's compact packaging and the ability to mount it in the vehicle's center tunnel (beneath the center console).\n\n![e4666e806a9f128b2cae0be19d7c2744.png](https://www.steemimg.com/images/2016/08/24/e4666e806a9f128b2cae0be19d7c2744.png)\n\n###  Specifications\n\n**Engine**  |  .\n----------  |  ----------\nType  |  Twin-turbocharged DOHC V6\nLayout  |  Longitudinally mid-mounted\nDisplacement  |  3493 cc\nHorsepower - SAE Net  |  500 hp @ 6,500–7,500 rpm\nTorque  |  406 lb.-ft. @ 2,000–6,000 rpm\nMaximum Engine Speed  |  7,500 rpm\nSpecific Power Output  |  143 hp/liter\nBore and Stroke  |  3.6 in. x 3.5 in.\nCompression Ratio  |  10.0:1\n**Twin Turbochargers**  |  .\n---------------------------  |  ------------------\nTurbocharger Type  |  Single scroll\nMaximum Boost Pressure  |  105 kPa (1.05 bar) (15.23 psi)\nTurbine Construction  |  Inconel nickel alloy\nWastegate Control  |  Electrical\nRecirculation Valves  |  Air bypass type\nIntercooler Type  |  Air-to-air\n**Engine Block and Internals**  |  .\n-------------------------  |  -------------\nCylinder Block and Head Material  |  Aluminum alloy\nCylinder Bore Lining  |  Plasma-transferred thermal spray\nCylinder Bank Angle  |  75 degrees\nCrankshaft Construction  |  Forged steel\nPiston Construction  |  Cast aluminum with integrated cooling channel\nConnecting Rod Construction  |  Forged steel\n**Valvetrain**  |  .\n--------------  |  -------------\nValvetrain  |  24 Valve, IN/EX VTC, chain-driven camshafts\nIntake Valve Construction  |  Forged steel\nExhaust Valve Construction  |  Forged steel, sodium-filled\nValve Included Angle  |  30 degrees\n**Fuel and Intake System**  |  .\n-------------------  |  --------------\nFuel Injection  |  Direct and port injection systems\nThrottle Control  |  Drive-by-Wire system\nFuel Requirement  |  Premium unleaded (93 octane recommended; 91 required)\nFuel Tank Capacity  |  15.6 gal\nEPA MPG Rating (city/hwy/combined)  |  20/22/21 (estimated)\nCARB Emission Rating  |  LEV-III SULEV 125\n**Lubrication and Cooling**  |  .\n--------------------  |  ----------------\nLubrication  |  Dry sump system with 6-rotor scavenge pump\nOil Type  |  Synthetic 0W-40\nCooling system  |  Liquid and oil cooling\n\n**Transmission and Rear Axle**  |  .\n------------------------------------------  |  ----------\nType  |  9-speed dual clutch transmission (9DCT)\n1st Gear Ratio  |  3.838\n2nd  |  2.433\n3rd  |  1.778\n4th  |  1.428\n5th  |  1.211\n6th  |  1.038\n7th  |  0.881\n8th  |  0.747\n9th  |  0.634\nReverse  |  2.395\nRear Axle Ratio  |  3.583\nLSD–Wet Multi‑Plate  |  Torque bias ratio: Drive 2.0; coast 2.6, 30 N-m pre-load\n**Twin Motor Unit (TMU)**  |  .\n----------------  |  -----------------\nType  |  Permanent-magnet, oil-cooled electric motor/generator\nLayout  |  Independent, twin motors packaged back-to-back with a 1‑way clutch, brake and planetary gear set\nHorsepower @ rpm  |  36 + 36 @ 4,000\nTorque @ rpm  |  54 +54 lb.-ft. @ 0–2,000\n**Direct Drive Motor**  |  .\n------------------  |  --------------\nType  |  Permanent-magnet, water-cooled electric motor/generator\nLayout  |  Direct drive, situated between engine and transmission\nHorsepower @ rpm  |  47 @ 3,000\nTorque @ rpm  |  109 lb.-ft. @ 500–2,000",
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      "permlink": "breaking-down-the-new-nsx-technology-the-power-unit",
      "title": "Breaking Down The New NSX Technology - The Power Unit",
      "body": "####  The NSX Sport Hybrid Super Handling All-Wheel Drive (Sport Hybrid SH-AWD) power unit electrifies all phases of driving, whether accelerating, braking or cornering. Sport Hybrid SH‑AWD is a further evolution of Acura's highly regarded Super Handling All-Wheel Drive (SH-AWD). It is a first-of-its-kind technology in the exotic sports car segment. Instantaneous acceleration G force is experienced from the moment the driver touches the throttle, through the immediate torque response of three electric motors working in concert with the bespoke, twin‑turbocharged V6 and 9-speed dual clutch transmission (9DCT).\n\n![90046c84d24d814ebc9a5074b44553a7.png](https://www.steemimg.com/images/2016/08/24/90046c84d24d814ebc9a5074b44553a7.png)\n\nThe NSX driver will experience peak performance from the Sport Hybrid SH-AWD power unit's marriage of mechanical and electrical components, working as a system to provide instant and linear acceleration, consistent and powerful braking and precise and predictable handling. Like the first‑generation NSX, this driver-centered supercar makes the most of every driver's capabilities while minimizing driver workload and virtually eliminating the conventional tradeoffs between limit performance and everyday driving pleasure.\n\n* The twin-turbocharged V6 engine creates powerful thrust, while the electric Direct Drive Motor and TMU respond immediately to the driver's throttle demands.\n* Rear axle torque flows through the new 9DCT; 1st gear is for maximum launch acceleration, the close-ratio gears (2nd–8th), making the most of the NSX power band, while 9th gear is optimized for effortless highway cruising.\n* The front-mounted Twin Motor Unit (TMU) provides through-the-road \"active all-wheel drive\" with independent electric motors producing on-demand drive force at the front wheels. The TMU \"direct yaw control\" ability enhances agility, stability and cornering precision—the NSX driver can execute super-precise line tracing during cornering.\n* The TMU provides regenerative braking force, supporting braking demands and direct yaw control with negative torque while recharging the hybrid battery.\n* The TMU also provides electric vehicle operation in Quiet mode at speeds less than 50 mph for short distances.\n\nEvery time the driver makes a power demand, the TMU and the Direct Drive Motor immediately augment power production from the twin-turbocharged V6 engine, using the instantaneous torque that is an inherent characteristic of electric motors. Total system peak output is 573 horsepower—500 horsepower from the gasoline engine and 73 horsepower from the TMU and Direct Drive Motor.\n\n![50ebb19da11054b6077a5ec1b2309c3e.png](https://www.steemimg.com/images/2016/08/24/50ebb19da11054b6077a5ec1b2309c3e.png)\n\n######     System drive force across time at wide open throttle\n\n##  Twin-Turbocharged V6 Engine\n\nAt the heart of the NSX Sport Hybrid SH‑AWD power unit is a bespoke, twin-turbocharged, V6 engine that achieves high power and broad torque output.\n\n![cf7fc851a653cd6c9e8e66fbdaa57892.png](https://www.steemimg.com/images/2016/08/24/cf7fc851a653cd6c9e8e66fbdaa57892.png)\n\n######  NSX twin-turbocharged V6 engine\n\nWith a compression ratio of 10.0:1, the NSX engine has a specific power output of more than 140 hp per liter of engine displacement, due to a number of advanced engine technologies.\n\n![d0c46537c19540f58b3b533e8ef3484b.png](https://www.steemimg.com/images/2016/08/24/d0c46537c19540f58b3b533e8ef3484b.png)\n\n##  Acura Firsts for the NSX Engine\n\n* Twin-turbo induction system\n* Swing arm-type compact valvetrain system\n* Three-piece water jacket (engine block and heads), including water jackets between the cylinder bores\n* Plasma-transferred thermal spray‑coated cylinder walls\n* Use of both direct and port fuel injection systems\n* Two-stage chain drive system for the valvetrain\n* Viscous damper mounted to the crankshaft\n* Dry sump lubrication\n\n## Engine Highlights\n\nThe bespoke, twin-turbo system for the all-new engine offers a strong balance of high power with broad torque, high fuel efficiency and inherent packaging advantages. Through careful research and development, the NSX engine design and engineering team determined that the ideal boost pressure is 105 kPa (1.05 bar or 15.23 psi).\n\nIncreasing the engine intake air pressure also increases the intake air temperature. A high‑volumetric flow air-to-air intercooler dramatically reduces intake air temperature, while increasing the density of the air intake charge for maximum power.\n\nEach turbocharger uses an electronic wastegate for fast response and precise control. The single-scroll turbocharger design uses smaller turbos to reduce weight and improve packaging, while still meeting power and performance benchmarks.\n\nIn an engineering and design exercise drawn straight from Acura's extensive racing experience, the cylinder heads fitted to the twin-turbocharged V6 are highly compact at a 75-degree angle. They include a compact valvetrain that uses swing arm-type valve actuators. The more compact head structure reduces the inertial weight of the valvetrain by 22 percent compared to a rocker arm-type design. This compact design together with the dry sump lubrication was focused on lowering the vehicle's center of gravity.\n\nThe cylinder heads utilize a three-piece water jacket for improved cooling efficiency and coolant flow control. The race-inspired cylinder head design also optimizes the swirling of intake air so that it mixes with fuel in a more ideal manner for improved combustion, improving efficiency and emissions performance.\n\n##  Plasma-Transferred Thermal Spray-Coated Cylinder Walls\n\nMost aluminum engines require a cast iron cylinder liner to provide sufficient wear resistance. Instead, engineers on the power unit development team applied a plasma‑transferred thermal spray to the cylinder walls. This recently‑developed technique offers 52 percent better heat transfer (thermal conductivity) and a nearly 7lb.-decrease in overall engine weight versus cast iron cylinder liners. Additional benefits of the plasma-transferred thermal spray‑coated cylinder walls include increased horsepower, torque and throttle response.\n\nThe plasma-transferred thermal spray process melts an atomized iron powder that can be sprayed onto the cylinder walls. A supersonic plasma jet is used to spray the molten material, stacking the tiny particles on top of each other to form a very thin and extremely wear-resistant coating. Eliminating cylinder liners allows additional water channels to be placed between the cylinder bores for improved cooling efficiency.\n\n##  Intake and Exhaust Variable Valve Timing Control\n\nThe NSX engine incorporates intake and exhaust valve timing control (VTC) technology, which balances high torque and maximum power output with reduced exhaust emissions and superior fuel efficiency.\n\n1.  At engine idle, VTC stabilizes combustion for smooth idling by minimizing intake and exhaust valve overlap, decreasing the amount of exhaust gas recirculation.\n2.  During steady-state cruise or under light acceleration, the VTC system reduces exhaust emissions and engine pumping losses by optimizing valve overlap.\n3.  Under wide open throttle at low engine speeds, the overlap of the intake and exhaust cam timing is expanded so that the turbochargers can work at maximum efficiency for optimal power delivery and responsiveness.\n4.  When operating the engine at elevated rpms, overlap of the exhaust and intake timing is gradually reduced for improved volumetric efficiency to create maximum power.\n\n##  Direct and Port Fuel Injection\n\nThe NSX engine combines both direct and port fuel injection systems to provide exceptional power production and emissions performance.\n\nDirect injection is the primary means of fuel delivery within each cylinder, while port injection is used for additional power output in high-performance driving situations. The direct injection system electric fuel injectors are mounted in the cylinder head and spray a fine, highly atomized mist of fuel directly into each cylinder under very high pressure. This is done so that the fuel ignites almost instantaneously and completely, maximizing engine performance and fuel efficiency with reduced emissions. Under high‑performance demands, the port injection system supplements the direct injection system, feeding fuel into the intake ports where it mixes with the incoming air for increased power production.\n\nIn summary, by optimizing the direct and port injection system with the operation of the engine's twin turbochargers, the NSX Sport Hybrid SH-AWD power unit engineering and development team were able to:\n\n*  Optimize direct injection and high tumble airflow combustion process within each cylinder for outstanding *  * emissions performance\n*  Improve combustion efficiency and power output, assisted by the high tumble intake port design\n*  Precisely supply the required amount of fuel for maximum power output\n*  Reduce the production of hydrocarbons and particulate by avoiding fuel wetting on the piston and cylinder sleeve\n\n##  Dry Sump Lubrication\n\nIn another application of race-bred technology, the all-new NSX is the first production Acura vehicle to use a dry sump engine lubrication system. This system lowers the engine center of gravity by 2.4 in. (61 mm) while helping ensure consistent engine lubrication under extreme cornering load conditions. The dry sump lubrication system replaces the conventional oil pan with a separate oil reservoir and a dedicated chain-driven oil pump mounted directly to the lower engine block. Six separate scavenger pump impellers collect the oil, and two pump rotors feed it back into the oil tank.\n\n![dd693742c0b134eb3abe94de3caa9e16.png](https://www.steemimg.com/images/2016/08/24/dd693742c0b134eb3abe94de3caa9e16.png)\n\n##  *Intake System*\n\nA two-into-one intake manifold design minimizes torque deviation between each bank of cylinders. Twin throttle bodies allow more air into the system and finer throttle control, while reducing the pulsation of the air.\n\n##  *Exhaust System*\n\nCompact and lightweight, the stainless steel exhaust system fitted to the NSX includes two catalytic converters per cylinder bank and four outlets, enhancing exhaust gas flow and reducing emissions. Silicon exhaust system mounts resist heat and offer a stout means of securing the exhaust system to the vehicle.\n\n##  *Engine Sound Management*\n\n##  Intake Sound Control\n\nTo enhance the driver's visceral experience inside the NSX cabin, the Integrated Dynamics System can be used to engage the new intake sound control and active exhaust valve systems to fine-tune cabin sound quality and volume to match the selected dynamic mode. The sound pressure level range within the cabin between wide open throttle in Track mode and electric vehicle cruising in Quiet mode is 25 (dB)—a wide range of audible sensation.\n\nIntake sound control utilizes a pipe, connected directly to the engine's intake manifold, with an electrically-operated butterfly valve that can be opened and shut, depending on the Integrated Dynamics System setting. A diaphragm translates high-pressure air from the manifold to 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.\n\n![81517ed7ceff357b4d9b045fc025e972.png](https://www.steemimg.com/images/2016/08/24/81517ed7ceff357b4d9b045fc025e972.png)\n\n##  Active Exhaust Valve\n\nThe NSX active exhaust valve system is a complimentary component of the Integrated Dynamics system, offering quiet and refined driving or pulse-quickening sound at the will of the driver. Two electrically-operated valves are either open or closed based on driver throttle inputs and the selected mode of the Integrated Dynamics System setting.\n\n*  In Quiet mode, the exhaust valves are closed, and the exhaust gases are routed through silencers and out the two outboard exhaust pipes for a more subdued exhaust sound, allowing the driver to experience the intake soundtrack more clearly. Power and torque from the Sport Hybrid SH-AWD power unit is more than sufficient to effortlessly meet driver demands.\n*  In Sport mode, the exhaust valves are initially closed. They will open depending on how aggressively the driver accelerates.\n*  In Sport+ and Track modes, the exhaust valves are open, enabling maximum exhaust gas velocity out of all four exhaust pipes. This produces maximum engine performance and a full‑throated exhaust note.\n\nThe active exhaust valve system—together with the cabin sound modulation technologies of Active Sound Control and Intake Sound Control—serves to create a customizable auditory experience both in and outside of the NSX. From the hushed silence of Quiet mode to the full concerto of Track mode, the cabin fills with sounds every driving enthusiast loves to hear: the high‑performance \"pop\" from the exhaust when executing an upshift, the quick blip of the throttle upon downshifting and the occasional distinctive off-throttle burble that is a welcome reminder of the power and torque capability of the twin-turbocharged V6 engine.\n\n##  *Engine Balancing and Break-In*\n\nThe NSX Sport Hybrid SH-AWD power unit development team further improved engine performance and refinement by reducing noise, vibration and harshness (NVH). The latest in engine balancing technology and a number of new processes were applied to achieve optimal balance, such as:\n\n*  Next-generation engine diagnostic equipment to more accurately measure engine imbalance\nVariable bolt weights applied to the eight mounting holes on the flywheel\n*  Nine mounting holes added to the crankshaft viscous damper that can be used for fine tuning\n*  Before being fitted into the NSX, the engine undergoes an important additional quality step called a \"hot fire\" break-in program. The engine is placed under load on a specially-designed engine dynamometer that simulates the equivalent of 150 miles of driving.\n\n##  Direct Drive Motor\n\nThe Direct Drive Motor, packaged between the twin-turbocharged V6 engine and the 9DCT, provides additional torque and power assist to the rear wheels.\n\n![b38a5449f1038cff0779f03afb56acd9.png](https://www.steemimg.com/images/2016/08/24/b38a5449f1038cff0779f03afb56acd9.png)\n\n######  NSX Direct Drive Motor\n\nTo 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 front-mounted TMU, helps the NSX realize immediate, high-output and high-torque acceleration. The effectiveness of this design is particularly noticeable when accelerating from a standstill at low engine speeds.\n\nThe NSX utilizes its Direct Drive Motor to start the engine instead of using a conventional 12-volt engine starter motor. Eliminating the 12-volt starter ring gear reduced weight and layout complexity.\n\nTo help improve fuel efficiency, the NSX comes equipped with idle stop capability. Using the powerful Direct Drive Motor as an engine starter ensures that engine restarts are smooth and quick. Engine idle-stop is also fully integrated into the operation of the Automatic Brake Hold system.\n\nAdditionally, the Direct Drive Motor acts as a generator, helping to maintain the hybrid batteries at full charge to consistently support driver demands under almost any condition—even while lapping a track at full bore.\n\nThe Direct Drive Motor has a liquid cooling passage that provides consistent cooling, even when the system is being pushed to the limit, such as on a track excursion.\n\n##  9-Speed Dual Clutch Transmission\n\nThe NSX's bespoke 9DCT plays a crucial role in dynamic performance, delivering lightning-fast and seamless up‑ and downshifts. The 9DCT works in concert with the Direct Drive Motor to make full use of the Sport Hybrid SH-AWD power unit's broad power band to produce quick and precise gear changes that support instant acceleration responses.\n\n![4243a42aa415718279f9c548027df292.png](https://www.steemimg.com/images/2016/08/24/4243a42aa415718279f9c548027df292.png)\n\n######  NSX 9DCT\n\nThe total ratio range with closely-spaced ratios enables the driver to extract maximum power from the NSX twin-turbo V6 engine. The transmission programming selects the right gear at the right time, or lets drivers select as they wish.\n\n*  First gear is configured for maximum vehicle launch acceleration.\n*  The close-ratio gears (2nd–8th) are matched to make the most of the Sport Hybrid SH-AWD power unit's power band. Top speed is achieved in 8th gear.\n*  High gear (9th) has been optimized for quiet cruising and fuel efficiency during steady-state highway driving. When driving in 9th gear on a level surface at 60 mph, the twin-turbocharged 3.5-liter, V6 engine is spinning at only 1,700 rpm.\n\n![7485da57fcf415f2a11c68ec0399368c.png](https://www.steemimg.com/images/2016/08/24/7485da57fcf415f2a11c68ec0399368c.png)\n\n######  9DCT gear ratios\n\n\nAs a key component of the Sport Hybrid SH-AWD power unit's packaging, the 9DCT has been optimized for compact size, low mass and reduced overhang. The clutches and the differential are uniquely situated side-by-side in a common housing, reducing size and mass. The parallel shaft layout reduces overhang from the rear axle, enabling the 9DCT's center of mass to be moved forward.\n\n![c1d84f4eb46b327aa41c6fe7c66b63bb.png](https://www.steemimg.com/images/2016/08/24/c1d84f4eb46b327aa41c6fe7c66b63bb.png)\n\nTop view of the 9DCT\n\nOther advanced transmission technologies incorporated into the 9DCT include:\n\n*  Electronically-operated dual wet clutch, high-rigidity shift fork, double-cone synchronizer and electronic shift actuator work in concert to precisely synchronize shift timing with Sport Hybrid SH-AWD power unit torque for the quickest shifts possible\n*  Precision surfaced high-efficiency hypoid bevel gear tooth shape for smooth operation and minimal gear noise\n*  Use of two oil \"rooms\" within the transmission housing to support efficient and high-capacity cooling\n*  Clutch case and differential carrier integrated into one transmission cable for a lighter and more compact layout\n*  Lightweight, high-strength gearbox case\n*  Multi-plate LSD helps maximize available traction when accelerating and cornering at the limits of tire adhesion\n*  The addition of a lightweight single mass damper for low noise and vibration levels\n*  Exclusive new gear oil that improves lubrication while reducing drag throughout the gear train when compared to a conventional heavier gear oil that increases viscous drag\n\n##  Shift Forks\n\nThe 9DCT features highly-rigid shift forks composed of a specialized, high-strength cast iron that provide a smooth and quick shift response. The 9DCT uses a total of five shift forks for the gear actuator system:\n\n*  A one-way clutch is used for 1st gear\n*  Four shift forks are used for 2nd–9th gears\n*  A fifth shift fork is used for Park and Reverse\n\n##  *Gear Actuators*\n\n\nA compact electric motor is used as a gear actuator instead of a conventional pneumatic or hydraulically-operated gear actuator. This system reduces weight by eliminating the high‑pressure hydraulic pump that is typically used in a gear actuator system. It also provides excellent reliability and system robustness, especially in frequent hard-driving sessions, compared to other available gear actuation systems.\n\n##  *Electric Clutch Actuator*  ![15f4bf2bc212627b822848c0330424ed.png](https://www.steemimg.com/images/2016/08/24/15f4bf2bc212627b822848c0330424ed.png)\n\nLike the electric motor-powered gear actuator, the electrically‑operated clutch actuator eliminates the need for a high-pressure hydraulic pump. The clutch is controlled by a closed-circuit hydrostatic structure, which enables oil pressure to be generated on demand, with greater efficiency.\n\n##  *Shift Characteristics Modification*\n\nAdding to the performance and shifting characteristics of the NSX advanced 9DCT, is the ability of the driver to change shift speed and performance with the Integrated Dynamics System:\n\n*  Quiet – Transmission shift map directs gear shifts at lower engine speeds\n*  Sport – Transmission allows the engine to rev more freely and makes gear changes in a higher rpm range\n*  Sport+ – Accommodates higher engine speed gear changes with quicker, more aggressively executed upshifts and downshifts\n*  Track – Fastest upshifting; 40 milliseconds faster than Sport+ settings\n\n##  *Mass Damper*\n\nThe flywheel has been designed to act as a mass damper. This integrated part is one of the most lightweight components that could be added to minimize mechanical and harmonic vibration caused by oscillation, thereby greatly reducing noise, vibration and harshness (NVH) while helping to ensure the structural integrity and longevity of the transmission case.\n\n##  *Limited Slip Differential*\n\nThe remarkably crisp turning capability and tractability of the all-new NSX is further enhanced by a mechanically-based limited slip differential (LSD).\n\nThe LSD torque bias ratio—an index for slip limit torque that compares torque shifted from a high rotation axle to a low rotation axle—has been optimized to provide two distinct LSD performance settings, ideal for when the wheels are being driven or when the vehicle is coasting.\n\nEngineered to complement the TMU and VSA systems with precision torque vectoring and enhanced traction maintenance, the LSD helps advance vehicle performance in a number of driving situations:\n\n*  Under Braking or Deceleration Approaching a Turn – Increases engine brake torque on the outside tire and wheel for improved vehicle stability\n*  Straight-Line Driving – Pre-load torque enhances vehicle stability when driving in a straight line\n*  Under Acceleration while Turning – Overall vehicle tractability and poise is improved by shifting torque to the outside tire as traction from the inside tire decreases\n\n## *Twin Motor Unit*\n\nThe instant and linear acceleration of the new NSX, coupled with outstanding dynamic capability is enabled in part by its front-mounted TMU. Designed to be as small and lightweight as possible while delivering ample torque and power and precise torque vectoring to the front wheels, the TMU provides supplemental power in conjunction with the twin-turbocharged V6 engine and Direct Drive Motor for instantaneous acceleration whenever desired. The TMU can dynamically apportion its torque to create a yaw moment, enhancing cornering performance. Finally, the TMU recovers braking energy during deceleration to supply power to the hybrid batteries.\n\n\"Using Honda's original beta method to consider overall handling performance, we've been exploring direct yaw control torque vectoring for over two decades,\" said Acura NSX Global Development Leader Ted Klaus. \"With the development of the Sport Hybrid Super Handling All-Wheel Drive System, we can take advantage of the superior responsiveness of the electric motor characteristics within the system to significantly expand the benefits of direct yaw control.\"\n\n![01b064b4971b24b90b1a3bc2b258ec4c.png](https://www.steemimg.com/images/2016/08/24/01b064b4971b24b90b1a3bc2b258ec4c.png)\n\n######  TMU location\n\nInside its die-cast aluminum housing are two electric motors positioned back-to-back. Each 36‑horsepower 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.\n\n![b026554351b385ebe08c5150e52bdbe0.png](https://www.steemimg.com/images/2016/08/24/b026554351b385ebe08c5150e52bdbe0.png)\n\nThe TMU, along with the 109 lb.-ft. torque-generating Direct Drive Motor, provides the bulk of the accelerative force during initial acceleration from a standstill. After the first 0.15 seconds/0.1 G off the line, the high horsepower and torque from the twin-turbocharged V6 engine enters the fray, along with additional power from the Direct Drive Motor. From there, the engine exponentially increases its proportion of power contribution as the vehicle continues its rapid rate of acceleration.\n\nThe TMU is also a key motive force for driving in the Quiet mode setting of the Integrated Dynamics System, allowing for hushed, electric-only vehicle operation for short distances.\n\n##  Intelligent Power Unit\n\nNeatly packaged in the cabin, just forward of the rear bulkhead, the Intelligent Power Unit (IPU) acts as the primary heart and brains of the Sport Hybrid SH-AWD power unit, containing the following components:\n\n*  Lithium-ion battery pack\n*  Junction board\n*  High-voltage distribution bus bar\n*  DC/DC converter for 12V systems\n*  Electronic control units (ECU) for the electric motor and battery\nWhen driving in Sport, Sport+ and Track modes, the vehicle's air conditioning system provides supplemental cooling of the IPU for optimal efficiency and performance. During development, the system was tested extensively in the desert heat of Dubai to ensure its proper function in extreme ambient temperatures.\n\n##  *Lithium-Ion Battery Pack*\n\nPackaged within the IPU is the lithium-ion battery pack that 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 contained within a specially-designed, caseless structure that utilizes the vehicle body itself for a lightweight yet sturdy housing. \nBased on the latest advances in lithium-ion battery technology for automotive applications, both the positive and negative electrodes have been optimized for increased energy density and efficiency. Power output and efficiency of operation have been further improved by implementing a cooperative battery cooling system, fed by fresh cool air channeled into the passenger compartment via the vehicle's air conditioning. Cool air from within the cabin circulates through ducting to cool both the lithium-ion batteries and the DC/DC converter.\n\n##  Power Drive Unit\n\nThe Power Drive Unit (PDU) incorporates three separate inverters to convert direct current to alternating current for use by the Sport Hybrid SH‑AWD power unit's three electric motors: the twin motors of the front-mounted TMU and the Direct Drive Motor. This compact \"3-into-1\" PDU design is critical to the system's compact packaging and the ability to mount it in the vehicle's center tunnel (beneath the center console).\n\n![e4666e806a9f128b2cae0be19d7c2744.png](https://www.steemimg.com/images/2016/08/24/e4666e806a9f128b2cae0be19d7c2744.png)\n\n###  Specifications\n\n**Engine**  |  .\n----------  |  ----------\nType  |  Twin-turbocharged DOHC V6\nLayout  |  Longitudinally mid-mounted\nDisplacement  |  3493 cc\nHorsepower - SAE Net  |  500 hp @ 6,500–7,500 rpm\nTorque  |  406 lb.-ft. @ 2,000–6,000 rpm\nMaximum Engine Speed  |  7,500 rpm\nSpecific Power Output  |  143 hp/liter\nBore and Stroke  |  3.6 in. x 3.5 in.\nCompression Ratio  |  10.0:1\n**Twin Turbochargers**  |  .\n---------------------------  |  ------------------\nTurbocharger Type  |  Single scroll\nMaximum Boost Pressure  |  105 kPa (1.05 bar) (15.23 psi)\nTurbine Construction  |  Inconel nickel alloy\nWastegate Control  |  Electrical\nRecirculation Valves  |  Air bypass type\nIntercooler Type  |  Air-to-air\n**Engine Block and Internals**  |  .\n-------------------------  |  -------------\nCylinder Block and Head Material  |  Aluminum alloy\nCylinder Bore Lining  |  Plasma-transferred thermal spray\nCylinder Bank Angle  |  75 degrees\nCrankshaft Construction  |  Forged steel\nPiston Construction  |  Cast aluminum with integrated cooling channel\nConnecting Rod Construction  |  Forged steel\n**Valvetrain**  |  .\n--------------  |  -------------\nValvetrain  |  24 Valve, IN/EX VTC, chain-driven camshafts\nIntake Valve Construction  |  Forged steel\nExhaust Valve Construction  |  Forged steel, sodium-filled\nValve Included Angle  |  30 degrees\n**Fuel and Intake System**  |  .\n-------------------  |  --------------\nFuel Injection  |  Direct and port injection systems\nThrottle Control  |  Drive-by-Wire system\nFuel Requirement  |  Premium unleaded (93 octane recommended; 91 required)\nFuel Tank Capacity  |  15.6 gal\nEPA MPG Rating (city/hwy/combined)  |  20/22/21 (estimated)\nCARB Emission Rating  |  LEV-III SULEV 125\n**Lubrication and Cooling**  |  .\n--------------------  |  ----------------\nLubrication  |  Dry sump system with 6-rotor scavenge pump\nOil Type  |  Synthetic 0W-40\nCooling system  |  Liquid and oil cooling\n\n**Transmission and Rear Axle**  |  .\n------------------------------------------  |  ----------\nType  |  9-speed dual clutch transmission (9DCT)\n1st Gear Ratio  |  3.838\n2nd  |  2.433\n3rd  |  1.778\n4th  |  1.428\n5th  |  1.211\n6th  |  1.038\n7th  |  0.881\n8th  |  0.747\n9th  |  0.634\nReverse  |  2.395\nRear Axle Ratio  |  3.583\nLSD–Wet Multi‑Plate  |  Torque bias ratio: Drive 2.0; coast 2.6, 30 N-m pre-load\n**Twin Motor Unit (TMU)**  |  .\n----------------  |  -----------------\nType  |  Permanent-magnet, oil-cooled electric motor/generator\nLayout  |  Independent, twin motors packaged back-to-back with a 1‑way clutch, brake and planetary gear set\nHorsepower @ rpm  |  36 + 36 @ 4,000\nTorque @ rpm  |  54 +54 lb.-ft. @ 0–2,000\n**Direct Drive Motor**  |  .\n------------------------------  |  ------------------\nType  |  Permanent-magnet, water-cooled electric motor/generator\nLayout  |  Direct drive, situated between engine and transmission\nHorsepower @ rpm  |  47 @ 3,000\nTorque @ rpm  |  109 lb.-ft. @ 500–2,000",
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