2017 Acura NSX Review, Specs and Price
- 0.1 The 2017 Acura NSX puts the classic nameplate through a worm hole, and trades all its undiluted mechanical purity for astonishing all-wheel-drive hybrid performance.
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The 2017 Acura NSX puts the classic nameplate through a worm hole, and trades all its undiluted mechanical purity for astonishing all-wheel-drive hybrid performance.
It’s taken the full generation in people years, but there is a new Japanese supercar hitting the streets in the shape of the 2017 Acura NSX.
2017 Acura NSX
It shares the exact same initials, but the new NSX is almost nothing like its forebear. It’s a halo car, true, but it’s one that replaces the mechanical purity of the first for a wildly synthetic driving feel—really, a masterful performance of integrating turbos, servos, clutches, gears, motors, and batteries.
Overall, the Acura NSX scores a great 8.4 out of 10 in our testing.
It’s one of the very complex pieces of car engineering on the planet, but the new NSX feels remarkably of a piece. It’s an even-tempered supercar, one capable of shattering acceleration and speed.
The newest NSX is a rival for cars like the McLaren P1 and Porsche 918 Spyder when it comes to engineering, however in real life, it runs with supercars like the Audi R8, Porsche 911 Turbo, even the BMW i8. You realize, practical supercars.
Acura NSX styling
The NSX could be the best-looking Acura in a generation. Its influences deserve to play out far and wide across the Acura lineup.
The body uses aluminum and composite exterior panels and is offered by having an optional carbon fiber roof. Acura designed the human body to minimize aerodynamic drag while also balancing front and rear downforce. Cooling was also a major consideration in the design.
The result is a wedge-shaped car with prominent cooling ducts on a corner fenders, a conservative rear spoiler, and no active aero components (such as an energetic rear spoiler or active front grille shutters).
The leading end features a trendy accept Acura’s beak-style grille, flanked by large air intakes and LED headlights. Air flowing within the roof and down a corner hatch glass is captured to cool the engine compartment and clutch cooler. At a corner, a diffuser works together the spoiler and taillight slots to generate downforce.
Acura calls the cockpit “human-centric,” saying that the style is ergonomically enhanced for the driver and passenger and claiming so it has enough head room for a 95th-percentile adult male.
The cabin is upscale, with many surfaces covered in leather and/or Alcantara. The controls on the center console are arranged in a “Simple Sports Interface” and built to limit distractions.
Acura NSX performance
The 2017 Acura NSX does an astonishing job of stuffing all its hybrid and all-wheel-drive hardware in to a scorching, grippy performance envelope.
The powertrain is made up of twin-turbocharged 3.5-liter V-6 that generates 500 horsepower. It uses dry sump lubrication, which allows it to sit lower in the chassis and protect against oil starvation during performance driving. Between it and a 9-speed dual-clutch transmission is a 47-horsepower electric motor that may aid the engine or act as a generator to charge the lithium-ion battery.
Yet another twin-motor unit is located at the front. Each motor provides 36 horsepower to 1 front wheel, and power constantly varies between leading wheels to give the car a distinct version of all-wheel drive with torque vectoring—which Acura dubs “Super Handling-All Wheel Drive”—that may help the car turn more readily into corners. The twin-motor unit can assist the engine for an overall total output of 573 horsepower, or can power the car on its in light load situations.
While the midship engine was mounted transversely in the first-generation NSX, this one is mounted longitudinally in the car’s aluminum spaceframe. The lithium-ion battery is mounted vertically behind the driver, and weight balance is 42 percent front/58 percent rear. A drive control unit sits involving the passengers, and dictates how power is shuffled from the batteries to leading motors.
The suspension is made up of front double-wishbone design and a multi-link rear, with active adaptive dampers at all corners. The steering has electric power assist and variable gear ratios.
Brembo provides the brakes, using 14.5-inch ventilated rotors with six-piston, two-piece calipers at the start and 14-inch ventilated rotors with four-piston monoblock calipers at the rear. Continental Conti-Sport Contact 5P tires are standard, 245/35R19s at the start and 305/30R20s out back. Pirelli mid-line tires are an alternative, while sticky Michelin Pilot Sport Cup 2 tires are probably the most expensive treads, destined for track use.
An Integrated Dynamics System is standard as well. It’s Quiet, Sport, Sport +, and Track modes, each of which controls various vehicle systems to reach the required results. The affected systems will be the steering, brakes (mechanical and regen), stability control, dampers, engine, transmission, and SH-AWD. Quiet mode prioritizes efficiency and allows electric-only driving at lower speeds. While the engine happens when needed, it’s limited by 4,000 rpm in this mode.
The net of all of this is a well-ordered supercar with handling as progressive as its worldview. It melds electric and gas power in to a seamless stream of scorching supercar performance. Versions with base tires have already been believed to oversteer; our driving on mid-line tires mostly nullified that claim. The NSX wants to be driven rhythmically, with even inputs, early turn-in and throttle lift, and a lot of trail-braking.
It’s a fantastic piece of powertrain integration, from the melding of hybrid to gas power, regenerative braking to carbon-ceramic friction stopping power. Most of the digital inputs get relayed to the semi-analog world without a stutter. The NSX can be driven quickly without feeling nervous or twitchy. If there’s this type of beast as a “tame supercar,” this really is it.
Acura NSX comfort, safety, and has
The NSX is astonishingly quiet in their city-driving mode, as well as the cabin’s sized well for just two passengers. There is a modicum of storage space for weekend bags, although the low-slung cockpit renders the spine views almost opaque. The rearview camera and parking sensors are absolute necessities.
By yet, there is no crash-test data for the newest NSX, and safety gear is missing some of the latest technology. All cars get the standard airbags and stability control, in addition to a multi-angle rearview camera, but those parking sensors are one of the options that cause the price to balloon.
At the base price of more than $158,000, the NSX is included with cruise control; keyless ignition; a manual tilt and telescoping steering column; dual-zone automatic climate control; and LED ambient interior lighting. The infotainment system incorporates a 7.0-inch touchscreen display stereo audio, Bluetooth audio streaming, two USB ports, HD radio, Siri Eyes Free voice control, Apple Car Play, and Google Android Auto.
With options, the 2017 NSX can float toward the $200,000 mark. Options include satellite radio; carbon-ceramic brakes; a carbon-fiber roof; a carbon-fiber engine cover; a carbon-fiber rear spoiler; plus an Alcantara headliner. A Technology Package adds a nine-speaker ELS stereo audio, navigation, AcuraLink telematics service, and back and front parking sensors.
That has a plan to offer just 800 cars a year while in the U.S., the newest NSX’s huge premium over the main makes no difference much, not in a whole lot of Audi R8s and 911 Turbos wearing similar stickers. The NSX is going to be exceedingly rare not less than several years, while cars trickle out of your Ohio facility that’s essentially hand-building them.
2017 Acura NSX
The NSX is the best-looking Acura in a generation; let’s hope its influences play out far, and wide.
The 2017 Acura NSX will 1 day make sure as the car that broke the Japanese luxury brand away from its styling doldrums. It is a neat riff around the supercar stylebook. It’s inspired by the slew of supercars, but doesn’t mimic them in any respect, and introduces a couple of new hooks to the songbook.
Inside, the spartan, Civic-like interior of the main NSX has given technique to a luxe, leather-lined cockpit missing some traditional cues.
The first signal the car sends the driving force is a mixed one. The console camelbacks certainly where an shifter should be, although the NSX doesn’t use a lever. It contains the same push-button transmission controls to be a Honda Pilot. It is a relief to find long paddle-shift controls behind the steering wheel.
Check out, as well as the NSX’s 8.0-inch digital display lays the virtual gauges on a rather odd plane, tilted out of the driver. The pod’s dominated by a tach, and toggles through colors from blue to red, using the selected driving mode.
Switches and rollers run secondary systems from the steering wheel. An additional screen—either 7.0 inches or 8.0 inches—runs the audio interface or the optional navigation.
Elsewhere, the NSX sweeps the driving force and passenger up within a leathery embrace, while big strokes of metallic trim outline banks of controls as well as the horizon from the dash. Lightly treated leather is often ordered, as well as the NSX may go full-pimp which has a carbon-fiber trim kit that appears exactly like similar treatments in other luxury and cars. This means, relentlessly showy and somewhat inexpensive.
Outside, the lower, wide shape smothers the track from the grille on back. It is a bare few inches from the earth, as well as the NSX’s grille rises to spread wide, wrapping LED headlights into its corners to produce a subtle range of wings. It’s striking from every angle and simply earns its 10 away from 10.
The contour is dictated by aerodynamics, although the outline isn’t rendered entirely by airflow. The NSX wears big air intakes at the front end and sides, as well as side mirrors fly off on antennae like a Testarossa.
The contour is smoother than it could be; some of the ducts and scoops that might disfigure its body are formed into its outline. Air moves down the spine glass, as an example, and gets diverted invisibly to cool the engine and clutch, then exits through massive and visually correct rear-end ducts.
Pretty details tie all of it to the Acura lineup. A substantial Acura badge and calipers breaks on the stubby tail. Telegraphic LED taillights arrest the chiseled, broad rear fenders.
2017 Acura NSX
The 2017 Acura NSX does an astonishing job of integrating all its hybrid and all-wheel-drive hardware into a scorching, grippy performance envelope.
The 2017 Acura NSX maintain a pool of same name since it’s ancestor, nevertheless the two cars couldn’t are more different.
Original NSX radiated mechanical, with manual steering rrncluding a naturally aspirated engine. The fresh new one is as technically convoluted as congressional testimony, it scores to provide a 10.
Despite its complexity, it delivers around the promise of supercar speed and driving clarity. Featuring a chorus of pistons, batteries, motors, clutches, and servos, its real engineering rivals are cars like the McLaren P1 and Porsche 918 Spyder.
Will get pumped with the 2017 NSX is often a 75-degree, twin-turbocharged 3.5-liter V-6 with a rating of 500 horsepower. With both direct and port injection for ideal fuel delivery, the NSX in addition has turbos that run at 15.2 psi, and depend upon electric wastegate control for evenly regulated boost.
From the outside, the V-6 sounds flat and uninspiring. Inside it’s a new story. Acura tubes utilizing some selective sounds from the NSX’s engine bay to give it an even more muscular ripple—a throwback to the primary NSX’s distinctive on-cam VTEC soundtrack.
The engine is mounted longitudinally over the car’s rear axle. It connects through the motor towards 9-speed dual-clutch transmission rrncluding a limited-slip differential.
The transmission is one of the more sophisticated dual-clutches around, but it could possibly in the process be an automatic. Paddle controls can you get for your shifting, but engineers say—correctly—which the NSX’s predictive shifting does an easier job of cruising and careening around a track.
The NSX is fastest in Track mode, where it holds low gears in corners and upshifts where it hits long straights. In every case, derive its shift points when using the paddles unless you’re work pinball junkie.
Concerning the transmission and engine, there’s a simple direct-drive motor that includes 47 hp to net output, charges the battery power, and smooths out shifts.
A four-pack of lithium-ion battery units (72 cells in all) sits prior to engine. Looking at them, down the middle of the car, there’s a simple power drive unit that regulates battery electricity brought to the motors that power front wheels.
Each motor takes over 36 hp and 54 lb-ft maximum to individual front wheels; the car car run under light loads on that power alone, or can continuously shift power relating to the front motors to present the NSX torque-vectoring control.
Altogether, the specs tally up to and including total system output of 573 hp and 476 pound-feet of torque. Acura pegs 0-60 mph times at 3.0 seconds, delivered at will having a launch-control mode. Top speed is with a rating of 191 mph.
Acura quotes a curb weight of 3,803 pounds, having a 42/58-percent front/rear weight distribution. EPA-rated fuel economy on recommended 93-octane fuel is 21 mpg city, 22 highway, 21 combined.
Ride and handling
Debts way, the NSX translates electronic forces and inputs into mechanical action—and it is very, very, efficacious at it, from the suspension’s ability to produce an appropriate or firm ride, or use the steering’s array of careful to quick responses.
The hardware combines electric variable-ratio steering having a suspension consists of aluminum wishbones front and back, damped by a collection of springs wrapped around magnetic-fluid shocks that change stiffness in keeping with conditions.
Those systems may well change their attitude based on driving inputs and chosen modes. Acura fits a computer that lets NSX drivers pilot their car in programmed modes, from Quiet, to Sport, Sport+, and Track.
In Quiet mode, the NSX runs on electricity up to it could actually, and engine revs are limited by 4,000 rpm. Sport mode remaps throttle delivery and shift speeds, lifts the rev limit, pipes in noise towards cabin, and is the car’s default mode.
In Sport+, the NSX’s displays changes from blue and grey to yellow and red, and the car throws down maximum motor torque, more steering weight, and many more piped-in noise.
In Track mode, the sound pipes open wide, touchscreen the means to access A/C and audio systems is blocked, and launch control is enabled. Track mode also maintains battery charge at 60 percent for consistent lap-to-lap performance, cutting some capacity to the engine over the following few wanted to charge the pack.
Probably the most impressive having access to electric and mechanical power together operate in the NSX’s Brembo brakes. They’re 14.5-inch ventilated rotors with six-piston, two-piece calipers at the start and 14-inch ventilated rotors with four-piston monoblock calipers along the rear.
Braking also encompasses regenerative power from the NSX’s motors, as well as being governed from the drive-mode selector. Forces from the two motor braking and friction brakes are blended by the servo to produce even, predictable brake feel. Push around the pedal, and therefore the NSX translates foot speed and pressure through consistent pedal feel, no matter what driving mode is selected, no matter whether it’s shod with iron brakes or carbon-ceramic rotors.
Hookups are highly dependent upon how sticky you wish the NSX to get. The stock tires are Conti-Sport Contact 5P treads, 245/35ZR-19s in your front, 305/30ZR-20s along the rear. Test cars at Thermal wore optional Pirelli P Zero Trofeo R treads, and also for ultimate grip, the NSX could be fitted with Michelin Sport Cup 2 tires—those who transform the awesome Shelby GT350 in the incredible GT350R.
On the highway
This NSX has handling that’s as progressive since it’s worldview. It melds electric and gas power to a seamless stream of scorching supercar performance.
Its all-wheel-drive system confounds sloppy driving, a talent that it trades off some pinpoint precision. There are traces of understeer if waiting to much time to get acquainted with a corner, but as the rhythm makes itself obvious, the newest line does, too. Brake, lift, and then the NSX’s front motors set out to cut the corner closely, blending torque to the surface wheel cleanly together with the steering.
Roll into a good pedal, unwind the steering, and then the NSX moves with neutral and transparent footwork from apex to run-out. The top motors trade off torque or spin in regen mode, whilst the limited-slip keeps the trunk wheels mostly in line. It responds beautifully to trail-braking and powering outside corners. The electro-servo brake pedal stroke is nearly perfect.
If there’s such type of beast in the form of “tame supercar,” this is certainly it. The NSX could be driven quickly without feeling nervous or twitchy.
The NSX delivers a greatly synthesized driving experience, however word fidelity often arrives to mind. Engineers spent years on algorithms that simulate the truest driving signals, and they’ve succeeded.
2017 Acura NSX
Comfort & Quality
The NSX is astonishingly quiet in its city-driving mode, and the cabin’s sized well for two passengers.
Short but very wide, the 2017 Acura NSX comforts and coddles two passengers, but doesn’t provide much with respect to luggage space or rearward vision.
The NSX isn’t made to haul family members, but it is well packaged and beautifully appointed, scoring an 8 outside 10.
By numbers, the NSX is 176 inches long, 47.8 inches tall, and rides with a 103.5-inch wheelbase. That last stat is well shorter than what Honda provides between your wheels to a’16 Civic sedan—but at 87.3 inches wide, the NSX stands out as the equal on the RLX sedan.
This mixture of generous and tight space leaves plenty of room everywhere for 6-foot-tall drivers, especially in head room. The driving position is a plus, but the base cushion angle isn’t adjustable on any except the highest price tagged seats. The beds base four-way manual seats could be optioned as much as power leather-and-suede buckets with lumbar adjustment.
The NSX’s front roof pillars are thin, and then the dash is low, which provides the driving force a fantastic view on the road ahead. To the trunk, vision is miserable. Thick pillars and then the low driving position leave drivers absolutely dependent on the rearview camera and parking sensors.
There is solution to your meager trunk space, either. At 4.4 cubic feet, it’ll fit a few soft-sided bags that is certainly it.
The NSX is heavy, at 3,803 pounds, despite a physique with numerous aluminum and composite body panels plus a carbon-fiber floor pan. You’ll pay for making the NSX lighter. Acura will sell a carbon-fiber roof panel, interior trim, also a rear lip spoiler.
But in the case of fit and finish and build quality, Acura’s early-production test cars were wonderfully insulated against sound. Thick leather and glass isolate the cabin from many road noise, while a unique exhaust tube feeds good intake noises into the cabin. It’s actually not quiet unless set to a new special street-driving mode (where power supply propels the car as much as possible), however NSX mostly lets precisely the right noises into the cabin.
2017 Acura NSX
There’s no crash-test data for the new NSX, and safety gear is missing some of the latest technology.
The NHTSA and then the IIHS did not place the 2017 Acura NSX through their regimen of crash test. It’s doubtful they ever will: neither agency spends enough time evaluating high-performance, high-price exotic cars.
As there is no crash test data to your NSX, we’re not able to assign it a score, but it can can come with the expected safety equipment. That features a multi-angle rearview camera, hill-start assist, front and front side airbags, curtain side airbags with rollover sensors, anti-lock brakes, traction control, stability control, plus a tire-pressure monitor.
There exists a major caveat together with the NSX, though. For such a remarkable piece of technology, the NSX just isn’t going to offer and should not be fitted with features like adaptive cruise control, forward-collision warnings, or automatic emergency braking.
Vision to the outside world fantastic, and few great. Acura builds the NSX in Ohio, but one critical piece—the A-pillar—derives from Japan, where robots please take a heated piece of steel tubing and pull it like taffy to a super-strong, super-thin buttress.
Bring back, and can cowl, plus a wheel flattened at its top and bottom to preserve the view, the newest NSX has recreated the initial perspective.
To the trunk quarters, that’s a miserably obscured mess. The motive force is perfectly dependent on the rearview camera and parking sensors to safely tuck the NSX to a parking spot.
2017 Acura NSX
The NSX’s base price has ballooned, even with inflation factored in—and prices rise further when the carbon-fiber fairy makes a visit.
Once it heats up was new during the early 1990s, the 2017 Acura NSX Price was costs three hundred dollars around $60,000. Adjusted for inflation, that’d involve $105,000 in 2016 dollars.
The 2017 NSX has a base price of $157,800 including destination, and you can easily crank on the dollars from there—meaning it’s at an 8 beyond 10 overall.
Every NSX includes a roster of goodies including power locks, windows, and mirrors; leather upholstery; keyless ignition; tilt/telescope steering; ambient lighting; dual-zone climate control; along with a 7.0-inch touchscreen interface for audio, which controls Bluetooth audio streaming, Apple CarPlay and Android Auto, and HD radio.
A multi-angle rearview camera is usually standard, while parking sensors are an option. The 2017 Acura NSX will not offer active safety features such as forward-collision warnings, automatic emergency braking, blind-spot monitors, and adaptive cruise control.
Configuring an NSX pushes the price tag toward the $200,000 stratosphere. Carbon-fiber is a pricey—and sure to become a popular—add-on. Carbon-ceramic brakes are $9,900; a carbon-fiber trim package is $9,000; a carbon-fiber engine cover costs $3,600, as you move the carbon-fiber roof panel runs $6,000. May package of carbon-fiber interior trim for $2,900.
A Technology Package tops off the interior with a nine-speaker ELS stereo audio, a navigation system, AcuraLink, and front and rear parking sensors. It’s either $2,800 or $3,300, subject to whether you pre-pay for satellite radio.
Color and trim options polish off whatever change you’d expect through the dealer. Painted brake calipers are $700; full power seats are $2,500; an Alcantara headliner is $1,300; and special red or blue paint runs $6,000.
2017 Acura NSX
It may be a hybrid, but the new Acura NSX gets worse gas mileage than a Honda Pilot.
The 2017 Acura NSX manages 21 mpg city, 22 highway, 21 combined looking at the hybrid all-wheel-drive powertrain, using the EPA, which earns it a good 6 beyond 10.
Those numbers are good for a car capable of 0-60 mph times during the 3 seconds, and a top speed of 191 mph. In absolute terms, those gas-mileage numbers are many a lesser amount than, say, an eight-passenger Honda Pilot.