The Acura NSX was conceived with a singular vision: to redefine the exotic sports car. Born from meticulous hand-craftsmanship and cutting-edge engineering, this mid-engine marvel aimed to establish unprecedented benchmarks in prestige, performance, refinement, driveability, and crucially, reliability. The 1995 model year marked a significant evolution in the NSX saga, particularly with the introduction of the NSX-T, broadening the appeal of this iconic vehicle while upholding the core values that made the NSX a legend.
The Vision Takes Shape: Acura’s Ambitious Goals for the NSX
Acura’s engineers approached the NSX project with a clear and ambitious list of objectives. They weren’t just aiming to create another sports car; they were determined to forge a new paradigm. The original NSX was intended to embody:
- Performance Par Excellence: To deliver performance figures that would not just match, but surpass existing exotic rivals.
- Everyday Liveability: Unlike temperamental exotics, the NSX had to be as user-friendly and dependable as any other Acura vehicle.
- Exceptional Handling Dynamics: To provide world-class handling and responsiveness, offering an engaging driving experience.
- Refined Comfort and Ergonomics: To blend high performance with a comfortable and ergonomically designed cabin, minimizing noise intrusion.
- Unwavering Reliability and Durability: To achieve levels of reliability and longevity comparable to mass-produced automobiles, a stark contrast to the typical exotic car maintenance expectations.
- Lightweight Engineering Philosophy: To prioritize lightweight construction throughout the vehicle to enhance performance and efficiency.
- Exquisite Fit, Finish, and Materials: To showcase an unparalleled level of craftsmanship in every detail, from material selection to assembly precision.
- Exclusivity Through Limited Production: To maintain a sense of rarity and desirability through controlled production numbers.
- Superior Climate Control: To ensure occupant comfort in all weather conditions with a highly effective climate control system.
The original NSX successfully achieved these ambitious targets, firmly establishing itself as a leader in the exotic sports car segment. Building upon this foundation, the 1995 NSX-T aimed to add another dimension: the exhilaration of open-air driving, while preserving the original model’s acclaimed attributes. The specific goals for the NSX-T included:
- Maintaining Structural Rigidity: Crucially, to preserve the exceptional body rigidity of the coupe to ensure uncompromised handling and precision.
- Upholding Noise Insulation Levels: To minimize any increase in cabin noise with the removable top, maintaining the refined driving experience.
- Convenient Roof Panel Storage: To provide an easily accessible and secure storage solution for the removable roof panel.
- Minimizing Wind Buffeting: To engineer the design to reduce wind turbulence and discomfort at higher speeds with the top removed.
- Uninterrupted Security System Functionality: To ensure the vehicle security system remained fully operational even with the roof panel detached.
1995 NSX Powertrain: A Symphony of Engineering Innovation
The heart of the Nsx 1995 was its all-aluminum, 90-degree, 3.0-liter V6 engine, a testament to Honda’s engineering prowess. This powerplant, featuring dual overhead camshafts and four valves per cylinder, delivered 270 horsepower at 7100 rpm when paired with the manual transmission, and 252 horsepower at 6600 rpm with the automatic. Torque figures remained consistent at 210 lb-ft at 5300 rpm for both transmission types. The manual variant boasted an 8000 rpm redline, while the automatic reached 7500 rpm.
The VTEC Advantage: Optimizing Power and Efficiency
A key technological highlight was the electronically controlled Variable Valve Timing and Lift Electronic Control (VTEC) system. This groundbreaking innovation effectively resolved the age-old compromise between low-end torque and high-end power. The VTEC system utilized a unique camshaft and rocker arm configuration. For each cylinder’s pair of intake or exhaust valves, three rocker arms and corresponding camshaft lobes were employed. Two lobes were optimized for low-to-mid-range operation, while the third, central lobe featured a more aggressive profile for extended duration and higher lift, designed to maximize breathing and horsepower at elevated engine speeds. Below 5800 rpm, the valves were actuated by the low-to-mid-range lobes. Beyond this threshold, the VTEC computer engaged a spool valve, directing engine oil to pistons within the rocker arms. This hydraulic pressure locked all three rocker arms together, forcing them to follow the high-lift center lobe, seamlessly unlocking enhanced top-end performance. This transition, occurring in a mere 0.1 seconds, was virtually imperceptible to the driver.
Variable Volume Induction System: Enhancing Airflow Dynamics
Complementing VTEC was the Variable Volume Induction System. This system incorporated a secondary intake air plenum beneath the main manifold, separated by six butterfly valves that opened between 4600 and 4900 rpm, triggered by manifold vacuum. Upon opening, the increased volume of the secondary plenum created a higher resonance frequency, generating sonic pressure waves. These waves precisely coincided with the intake valve opening, promoting more efficient and complete cylinder filling. This synergistic interplay between VTEC and the Variable Volume Induction System broadened the torque curve and amplified peak power output across the rev range.
Advanced Engine Components and Systems
The engine block, crafted from aluminum alloy with cast-in iron cylinder liners, balanced lightweight design with robust durability. A fully counterweighted forged steel crankshaft further contributed to engine strength and smoothness. Low-pressure cast aluminum cylinder heads and a pent-roof combustion chamber design, featuring a strategically placed central spark plug with a platinum tip, optimized combustion efficiency and longevity.
Remarkably, the nsx 1995 was the first production car to utilize titanium connecting rods. These specially patented titanium alloy rods, while common in Formula One and racing engines, marked a pioneering application in a road car. Each titanium rod weighed 190 grams less than a comparable steel rod, while exhibiting superior strength.
Programmed Fuel Injection (PGM-FI) ensured precise fuel delivery to each cylinder, adapting to varying load and speed conditions and seamlessly integrating with the VTEC and induction systems. For 1995, a new air-assist mechanism improved fuel atomization, particularly beneficial for cold-start combustion. The onboard diagnostic system (OBD-II) was also introduced, recording engine malfunctions for simplified maintenance and diagnostics. A lighter exhaust system with larger catalytic converters, positioned closer to the engine for quicker warm-up and reduced emissions, was also implemented without compromising power. The exhaust tip design was also refined to a circular shape. A direct ignition system, featuring individual coils mounted directly atop each spark plug, similar to Formula One engines, ensured a consistently strong spark at high rpm.
Transmission Choices: Manual Engagement and SportShift Innovation
The standard 5-speed manual transmission was engineered for durability, offering short, precise shift throws, among the shortest in the exotic sports car realm. A dual-cone synchronizer for second gear and synchromesh for reverse gear enhanced shift smoothness and speed. For 1995, the second gear ratio was revised to a lower 1.800:1 ratio to improve driveability and responsiveness. A twin-disc clutch was employed to manage the engine’s high torque output while maintaining a light clutch pedal feel and minimizing rotational inertia for quicker throttle response.
The optional SportShift 4-speed automatic transmission provided a dual-mode driving experience. Drivers could opt for conventional automatic shifting or engage SportShift mode, enabling manual gear selection via fingertip controls on the steering column. Inspired by Formula One transmissions, this system allowed for gear changes without removing hands from the steering wheel, enhancing both performance driving enjoyment and safety by maintaining driver focus on the road. The selected gear in SportShift mode was displayed on the tachometer. A programmed lockup torque converter improved fuel economy and reduced slippage, with lockup available in second, third, and fourth gears in manual mode during both acceleration and deceleration.
Advanced Drivetrain Technologies
A new torque reactive limited-slip differential was introduced on manual transmission models to minimize inner wheel spin during cornering. This unit utilized a multi-plate clutch and helical-type planetary gears, improving corner exit acceleration by approximately 10%. Automatic transmission models featured a torque control differential designed to enhance vehicle stability in crosswinds and on split-friction surfaces. This system detected rotational differences between rear wheels and transferred torque to maintain stability. The Traction Control System (TCS) was refined for 1995, becoming more sensitive and engaging earlier to prevent wheelspin on slippery surfaces. Working in conjunction with the new drive-by-wire throttle system, the TCS anticipated wheel-slip rather than reacting to it. A drive-by-wire throttle system replaced the traditional cable, using electronic sensors and a computer to instantaneously control throttle activation, improving cruise control precision and overall system responsiveness.
The 1995 NSX Interior: A Driver-Centric Cockpit
The nsx 1995 interior was conceived as the automotive equivalent of a jet fighter pilot’s helmet, prioritizing visibility, a snug and intimate feel, and a sense of connection with the driving environment. This was achieved through a low seating position, a low cowl section for enhanced forward visibility, and a design that flowed outwards and upwards from the hip area, providing ample head and shoulder room.
Lightweight and Rigid Construction
The NSX’s chassis and body were constructed entirely of aluminum, a pioneering approach that resulted from extensive research and development, including supercomputer-aided Finite Element Modeling (FEM) and stress analysis. The aluminum chassis weighed a mere 210 kg (462 lbs), approximately 40% lighter than a steel counterpart, while achieving comparable rigidity and impact protection. For the NSX-T, engineers implemented extensive body reinforcements to compensate for the removal of the fixed roof and maintain structural integrity. These reinforcements included redesigned side sill extrusions, strengthened B-pillar bases, a larger rear bulkhead crossbar, thicker panels and ribs in critical areas, and redesigned roof rail and A-pillar sections. The removable aluminum roof panel of the NSX-T, weighing only 8.5 kg, could be easily detached and stored under the rear glass hatch. An indicator light alerted the driver if the roof panel latches were not properly secured.
Ergonomics and Instrumentation
The instrument panel design prioritized simplicity and clarity, featuring traditional analog gauges with white numerals on a black background for optimal readability. The tachometer and speedometer dominated the panel, flanked by smaller gauges for water temperature, oil pressure, fuel level, and voltage. Major controls were strategically positioned around the steering wheel for easy reach. The windshield header was aerodynamically designed to minimize wind buffeting in the NSX-T, which also included a dash light for roof panel latch status and a locking mechanism for the roof panel storage. Dual air bag supplemental restraint system (SRS) with automatic seat belt tensioners, leather-trimmed upholstery, automatic climate control, and an Acura/Bose® music system were standard features, enhancing both safety and comfort. A sophisticated theft-deterrent system further added to the vehicle’s security.
1995 NSX Chassis: Precision Engineered for Handling Prowess
The nsx 1995 chassis and suspension were meticulously engineered to deliver exceptional handling and driver control. The suspension system, inspired by Formula One designs, utilized a double-wishbone configuration with coil-over shock absorbers and stabilizer bars both front and rear. All suspension arms were forged aluminum, with aluminum steering knuckles and rear hub carriers, minimizing unsprung weight. The suspension development process involved extensive testing at various proving grounds and race circuits, including the Nürburgring and Suzuka, with input from renowned drivers such as Ayrton Senna, Bobby Rahal, and Satoru Nakajima.
Braking, Steering, and Wheels
Four-wheel ventilated disc brakes with dual-piston steel calipers provided exceptional stopping power and fade resistance. For 1995, new splash guards with cutouts enhanced brake cooling. A 4-channel Anti-Lock Braking System (ABS) independently controlled each wheel, ensuring optimal braking performance even on surfaces with varying friction. The variable electric power-assisted steering system, a first of its kind in the American market, provided speed-sensitive assist, offering direct steering feel at higher speeds. Forged aluminum alloy wheels further reduced unsprung weight and provided high strength. The nsx 1995 was fitted with uniquely designed tires developed in collaboration with Yokohama and Bridgestone, optimized for traction, handling, and predictable performance limits.
The Enduring Legacy of the 1995 NSX
The 1995 Acura NSX and NSX-T represent a pinnacle of automotive engineering and design. The nsx 1995 model year not only solidified the NSX’s legendary status but also expanded its appeal with the introduction of the NSX-T, offering open-top thrills without compromising the coupe’s renowned performance and refinement. The technological innovations, meticulous craftsmanship, and driver-focused design of the 1995 NSX continue to resonate with enthusiasts and collectors today, making it a highly sought-after and enduring icon in the world of sports cars.
