The Acura NSX, right from its inception, was envisioned as a revolutionary sports car – a hand-built, mid-engine marvel designed to redefine prestige, performance, refinement, driveability, and crucially, reliability in the exotic car segment. The mission was clear: to create an exotic sports car that was not just about blistering speed, but also about an unprecedented level of usability and dependability. The 1995 model year marked a significant evolution in this iconic lineage with the introduction of the Acura NSX-T, offering an exhilarating open-top driving experience without compromising the foundational excellence of the NSX coupe.
The NSX-T was more than just a coupe with a removed roof. Acura’s engineers undertook extensive modifications, reinforcing critical structural elements to ensure the open-top variant retained the celebrated handling precision and rigidity of its hardtop sibling. This commitment to maintaining the NSX’s core characteristics extended to the entire 1995 NSX lineup, which benefited from a suite of technical advancements and refinements. Among these was the groundbreaking optional Formula One-inspired SportShift automatic transmission, featuring an innovative column-mounted electronic shifter. This system allowed drivers to engage in manual gear selection without taking their hands off the steering wheel, boosting both driving enjoyment and safety.
Further innovations for the 1995 Acura NSX included a drive-by-wire throttle system, an enhanced exhaust and muffler configuration for improved efficiency and reduced emissions, the implementation of an OBD-II onboard diagnostic system, advancements in the Traction Control System (TCS), and the integration of newly developed fuel injectors. The drive-by-wire system notably refined the TCS, enabling earlier intervention to bolster stability and driver control. Additionally, all 1995 NSX models came standard with variable electric power-assisted steering, a feature initially introduced on automatic transmission-equipped NSXs. Importantly, all 1995 NSX models were engineered to meet the stringent 1997 federal side impact safety standards, underscoring Acura’s commitment to safety alongside performance.
Core Principles and Design Philosophy
The original Acura NSX was conceived with a clear set of objectives, a blueprint for what a modern exotic sports car should embody. These principles guided the creation of the 1995 Acura NSX and NSX-T:
- Benchmark Performance: To deliver performance metrics that equaled or surpassed existing exotic sports cars, establishing a new standard in the category.
- Everyday Liveability: The NSX was designed to be as user-friendly and easy to live with as any other Acura vehicle, defying the typical compromises associated with high-performance exotics.
- Exceptional Handling Dynamics: To achieve outstanding handling capabilities, providing drivers with precise control and an engaging driving experience.
- Driver-Centric Comfort and Ergonomics: Prioritizing a high level of comfort, intuitive ergonomic design, and minimizing ambient noise within the cabin for a refined driving environment.
- Unwavering Reliability and Durability: To attain levels of reliability and durability comparable to mass-produced automobiles, ensuring long-term ownership satisfaction.
- Lightweight Engineering: Employing lightweight construction throughout the vehicle to enhance performance and efficiency.
- Premium Fit, Finish, and Materials: Delivering an extremely high level of fit and finish, utilizing premium materials to create a luxurious and high-quality interior.
- Exclusivity through Limited Production: Maintaining exclusivity through limited production numbers, adding to the NSX’s desirability and collectibility.
- Effective Climate Control: Equipping the vehicle with an excellent climate control system capable of maintaining occupant comfort in diverse weather conditions.
The original NSX successfully achieved these ambitious goals, setting a new benchmark in the exotic sports car realm. The NSX-T aimed to build upon this foundation, adding the allure of open-air motoring while adhering to the original attributes. Key priorities for the NSX-T included:
- Preserving Body Rigidity: Maintaining exceptional body rigidity to ensure the NSX-T delivered the same sharp handling and precision as the coupe.
- Maintaining Noise Insulation: Retaining the original NSX’s levels of noise insulation, even with the removable roof.
- Convenient Roof Panel Storage: Providing a practical and secure storage compartment for the removable roof panel.
- Minimizing Wind Buffeting: Reducing wind buffeting at high speeds when driving with the top down.
- Secure Security System: Ensuring the vehicle security system remained fully functional even with the roof removed.
Powertrain Excellence: The Heart of the NSX
Engine Innovation
At the core of the 1995 Acura NSX lies an all-aluminum, 90-degree, 3.0-liter (2977cc) V6 engine, a masterpiece of engineering. Featuring dual overhead camshafts and four valves per cylinder, this engine produced 270 horsepower at 7100 rpm when paired with the manual transmission, and 252 horsepower at 6600 rpm with the automatic. Both configurations delivered 210 lb-ft of torque at 5300 rpm. The engine’s redline stood at an impressive 8000 rpm for the manual and 7500 rpm for the automatic variant.
A standout feature was the electronically controlled Variable Valve Timing and Lift Electronic Control (VTEC) system. VTEC revolutionized engine technology by optimizing volumetric efficiency across the engine’s rev range, effectively eliminating the traditional trade-off between low-end torque and high-end power. Complementing VTEC was the Variable Volume Induction System, which dynamically altered the intake system configuration based on engine speed. Working in concert, these systems broadened the torque curve and boosted peak power output, providing responsive performance in all driving scenarios.
Advanced Engine Components
The engine block was constructed from lightweight yet durable aluminum alloy, incorporating cast-iron cylinder liners for enhanced wear resistance. A fully counterweighted forged steel crankshaft ensured smooth operation, while the cylinder heads were crafted from low-pressure cast aluminum. The combustion chamber featured a pent-roof design with a generous squish area to promote fuel swirl and efficient combustion. Centrally located platinum-tipped spark plugs ensured optimal flame propagation and extended service life.
Notably, the connecting rods were made from a patented titanium alloy – a first for a production car, although common in Formula One and racing engines. These titanium rods were significantly lighter and stronger than comparable steel rods, reducing weight and enhancing engine responsiveness.
VTEC and Variable Volume Induction System in Detail
The VTEC system’s ingenuity lies in its unique camshaft and rocker arm design. For each cylinder’s pair of intake or exhaust valves, it employed three rocker arms and three corresponding camshaft lobes. Two outboard lobes were profiled for low- to mid-rpm operation, while the center lobe featured a more aggressive profile optimized for high-rpm breathing and horsepower production. Below 5800 rpm, the valves were actuated by the outboard lobes. Above this threshold, the VTEC computer activated a spool valve, delivering engine oil to pistons in the rocker arms. This oil pressure locked all three rocker arms together, forcing them to follow the high-lift center lobe and unlocking high-end performance. This transition from low-lift to high-lift occurred in a mere 0.1 seconds, imperceptible to the driver.
The Variable Volume Induction System further enhanced engine performance. It incorporated a secondary intake air plenum beneath the main manifold, separated by six butterfly valves. These valves opened between 4600 and 4900 rpm, actuated by manifold vacuum. The added volume of the secondary plenum created a sonic pressure wave that enhanced cylinder filling as the intake valves opened, working synergistically with VTEC to improve both low-end torque and high-rpm power.
Fuel Injection, Diagnostics, and Exhaust
Programmed Fuel Injection (PGM-FI) precisely metered fuel delivery to each cylinder, tailored to load and speed conditions and optimized for the VTEC and induction systems. For 1995, a new air-assist mechanism improved fuel atomization at lower temperatures for cleaner combustion.
The new Onboard Diagnostic System (OBD-II) recorded transient engine malfunctions, aiding maintenance and repair. The 1995 NSX also featured a lighter exhaust system with larger catalytic converters moved closer to the engine for faster light-off and reduced emissions without power loss. Spherical joints replaced flexible tubes, and the exhaust tip was revised to a circular shape. A direct ignition system, with a coil mounted atop each spark plug, ensured a strong spark at high rpm, mirroring Formula One technology.
Transmission Options: Manual and SportShift Automatic
The standard manual transmission was designed for durability, short throws, and precise response – boasting some of the shortest shift throws in the exotic sports car market. A dual-cone synchronizer for second gear and synchromesh for reverse enhanced shift smoothness. For 1995, the second gear ratio was revised to be slightly lower for improved driveability and response. A twin-disc clutch handled the engine’s torque while maintaining a light pedal feel and reducing rotating inertia for quicker throttle response.
The optional SportShift 4-speed automatic transmission offered a dual-mode experience. Drivers could choose conventional automatic shifting or manual gear selection via fingertip controls on the steering column, inspired by Formula One transmissions. This system allowed manual gear changes without removing hands from the wheel, enhancing both sportiness and safety. The shift quadrant was displayed on the tachometer, and a CPU prevented over-revving downshifts. A programmed lockup torque converter improved fuel economy, with lockup available in manual mode in second, third, and fourth gears.
Differentials and Traction Control
Manual transmission NSX models featured a torque reactive limited-slip differential using a multi-plate clutch and helical planetary gears. This minimized inner wheel spin during cornering, improving acceleration out of corners by up to 10%. Automatic models used a torque control differential to enhance stability in crosswinds and on split-friction surfaces, transferring torque to the slower wheel to maintain directional stability.
The Traction Control System (TCS) minimized rear wheelspin on slippery surfaces. This high-performance system used ABS wheel-speed sensors and a G-sensor to detect wheel slip. If detected, the system reduced air and/or fuel to the engine. Refinements for 1995 increased sensitivity, engaging TCS earlier to prevent wheel-slip. A new logic circuit also enhanced stability during sudden deceleration on slippery surfaces. The new drive-by-wire throttle system further refined TCS operation. Replacing the traditional cable with an electronic system, it provided instantaneous throttle activation based on pedal position, enhancing cruise control precision and enabling more responsive and integrated TCS functionality.
Interior Design: The Jet Fighter Cockpit
Body Structure and Reinforcement
The 1995 Acura NSX prioritized structural rigidity for optimal performance and handling. Extensive Finite Element Modeling (FEM) and stress analysis, utilizing a Cray supercomputer, led to an all-aluminum chassis weighing just 210 kg (462 lbs) – about 40% lighter than steel, yet with comparable rigidity and superior to competitors. For the NSX-T, extensive body reinforcements compensated for the removed roof, ensuring coupe-like rigidity. These reinforcements included redesigned side sills, strengthened B-pillars, a larger rear bulkhead crossbar, and thicker sections in the floorpan, A-pillars, and dashboard cross-member.
Removable Top and Security
The NSX-T’s lightweight aluminum removable top, easily detached via two latches, could be stored under the rear glass hatch, which could be locked for security. A dash light alerted the driver if the roof was not properly latched. The vehicle security system remained active even with the top removed.
Advanced Body Construction
Extruded aluminum side sills with complex internal bracing contributed significantly to the NSX’s torsional stiffness. For the NSX-T, these sills were substantially reinforced with increased wall thicknesses. Radiused front frame rails maximized occupant protection by dissipating collision energy and diverting loads under the passenger cell.
Cockpit Concept and Ergonomics
The interior design aimed to emulate a jet fighter cockpit, emphasizing visibility, a snug, intimate feel, and a sense of connection with the environment. The seating position was low for a lower center of gravity and improved aerodynamics, but a low cowl and instrument panel ensured excellent forward visibility, preventing a claustrophobic feeling.
Instrumentation and Controls
Simplicity and clarity were paramount in the instrument panel design. Traditional analog gauges with white numerals on a black background provided clear, quick information delivery. The tachometer and speedometer dominated the panel, flanked by smaller gauges for water temperature, oil pressure, fuel level, and voltage. Major controls were clustered around the steering wheel for easy reach.
NSX-T Specific Interior Features
The NSX-T featured a unique windshield header designed to minimize wind buffeting with the top down. Smaller sun visors enhanced visibility. Additional NSX-T specific features included the roof unlatched warning light and the locking mechanism for the roof storage compartment.
Safety and Comfort
Dual airbags and automatic seat belt tensioners enhanced occupant safety in frontal collisions. Leather-trimmed upholstery, hand-stitched and fitted, provided a luxurious feel. Automatic climate control offered both fully automatic and manual operation. The Acura/Bose® music system, custom-engineered for the NSX’s acoustics, featured precisely aimed speakers for balanced stereo sound. A theft-deterrent system with alarm and starter disablement was standard, operational even with the roof removed.
Manufacturing Excellence
The NSX assembly plant in Tochigi, Japan, was designed for unparalleled quality. Cars were hand-pushed between workstations, with each team responsible for quality control. Engines were assembled from start to finish by individual, highly skilled technicians, ensuring exceptional precision and reliability. The 23-step paint process included an aircraft-type chromate coating and waterborne base coat for a vivid, smooth finish.
Chassis and Handling: Precision Engineering
Suspension Design and Development
The NSX suspension aimed for more than just high grip and responsiveness; it was designed to allow drivers to easily control the car at its limits. The Formula One-inspired double-wishbone suspension with coil-over shocks and stabilizer bars, front and rear, provided exceptional wheel control. Forged aluminum suspension arms, steering knuckles, and hub carriers minimized unsprung weight. Straight-rate springs with progressive rubber bump stops optimized handling at the limit. Nitrogen-filled shock absorbers with progressive valves provided precise damping control. Suspension components were mounted on aluminum subframes with rubber bushings to reduce vibration while maintaining rigidity.
Extensive suspension development took place at various tracks, including the Nurburgring and Suzuka, with evaluations by renowned drivers like Ayrton Senna, Bobby Rahal, and Satoru Nakajima.
Braking System and ABS
Ventilated 4-wheel disc brakes with dual-piston calipers delivered exceptional braking performance and fade resistance. New splash guards with cutouts for 1995 further enhanced fade resistance. The 4-channel Anti-Lock Braking System (ABS) independently controlled each wheel, providing fine control, especially on split-friction surfaces. Independent hydraulic circuits ensured braking function even in case of ABS failure.
Variable Electric Power-Assisted Steering
The variable electric power-assisted steering system, a market first, provided assist at lower speeds and direct steering feel at higher speeds. An electric motor concentric to the steering rack, controlled by speed and steering sensors, provided assist. Gold-plated connectors ensured reliability. For 1995, this system became standard on all NSX models.
Wheels and Tires
Forged aluminum alloy wheels minimized unsprung weight and maximized strength. Rear wheels were 17 inches, and front wheels were 16 inches. Uniquely designed tires, developed with Yokohama and Bridgestone, provided exceptional traction, handling, and driver feedback. Larger, lower aspect ratio tires introduced in 1994 (215/45 ZR16 front, 245/40 ZR17 rear) further enhanced handling and cornering.
The Enduring Legacy of the 1995 Acura NSX
The 1995 Acura NSX and NSX-T represented a pinnacle of automotive engineering and design. They were not just high-performance sports cars; they were meticulously crafted machines that balanced exhilarating performance with everyday usability and unparalleled reliability. The innovations introduced in the 1995 models, from the SportShift transmission to the refined TCS and the open-top experience of the NSX-T, solidified the NSX’s place as an automotive icon. Even today, the 1995 Acura NSX remains a highly sought-after vehicle, revered for its groundbreaking technology, timeless design, and the pure driving experience it delivers. It stands as a testament to Acura’s commitment to pushing boundaries and redefining what a sports car could be.
