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As an old guy myself, I'm with Old Guy: be prepared to go it alone. Though most likely you'll help someone else. I lived in Malibu with spotty cell coverage. And now in NZ with similar coverage outside of the metro. Plenty of skeletons get recovered after fires expose wrecks that rolled...

NSXCB had a full write up on it, but they are down looking for a new host.

I find a pair of side wire cutters is most helpful. It allows one to dig in deep around the puncture object and pry it out with a fulcrum. Bonus: cuts the tire plug flush, though not really required as it will wear smooth soon enough. I've also used side cutters to strip wires in the field to...

I suspect rodents had dined on your wiring harness. The Dealer likely won't be able to repair the harness as they can only replace. The ETM should be in the library, if not PM me and we'll figure how to get it to you.

The SLK spare tire can replace the NSX one. With a bit of work, the entire spare wheel can be used. I carry a set of tire plugs too. I have helped many a motorist over the years...

https://www.nsxprime.com/threads/where-to-buy-starter.219844/#post-2069446

Kaz has it correct: gold in front, and black in back. Using the factory exploded parts diagram, the relative position of the screw fasteners indicates 90131-SL0-000 (5x14mm) in front and 93903-45380 (5x16mm) in back. An image search shows that 93903-45380 is a black oxide screw. The yellow...

Rebuild it yourself. A full rebuild takes maybe two hours. Less than a hour to slap in a component. The $12 Chinese diode package is just as good as OEM. As for the Voltage Regulator, I have found some interchange information and see below link. What are the symptoms? Don't let your...

parts are all avail, what is the issue?

The ALB modulator is still available and the parts are too. Not a difficult rebuild https://www.amayama.com/en/genuine-catalogs/epc/honda-japan/nsx/E-NA1/14730/steering/26331

I have test pipes with an O2 sensor bung and a LM-1 for situations like this. This [prior to having kids] was part of my test rig for my CTSC. This looks to be modern version as all my tools are now vintage. https://www.innovatemotorsports.com/lm-2-complete-kit.html FYI, Legend injectors...

Ooh, I missed that requirement. Maintenance on the NSX is cheap enough. However, any repairs are going to be expensive, possibly cripple it for years, or even total out the vehicle. A smashed side window will salvage out the NSX. A couple of Aussies waited 2 years with their cars as museum...

The AT is just as crisp as the MT for any non track driving. It is really good. The ALB vs ABS. Meh, it has no concern for me. It's pretty much crap IMHO. My wife's Legend/RL with SH-AWD was phenomenal. I'm from West Coast and currently in NZ. I've had an NSX for 25 years and a daily driver...

I'm with @Old Guy. It really doesn't sound like a fuel issue, it is possible though unlikely. Despite your leak down results I'd check the indexing of the crank and cams. Make double sure the crank is not 180 out of phase. You can keep your gauge hooked up to the port on the fuel filter...

Kudos dood! The first time around is painful because of all the new learning involved. Next time will be a lot easier and you'll find that clearing out lines isn't that difficult, just need the proper solvent, injector, and a compressor. AliExpress has what you need. I went from paying a few...

You should post the VIN of your past vehicle.

Might try a UK version. Won't be inexpensive. The RHD(JDM) wire codes, connectors, and locations are the same as LHD. The only real difference is at the dash & doors and that is by relative (mirrored) location. Service Manuals are hard to find for other markets.

Doug DeMuro did a review on NA1-1200258. my failing memory believes he went over production numbers. https://carsandbids.com/auctions/rGWL2A8O/1994-honda-nsx

Might start with a compression test...don't have to take off the valve covers and will let you know the internal timing. I'm not sure there is any second-guessing on doing a timing belt that would be unwarranted.

@Old Guy is likely correct (as usual), his prognosis is dire though requiring a rebuild. You might try double clutching for 4th gear. If it works, then more credence for a bad syncro. You can double clutch indefinitely or skip shift 4th. If you can wait until the clutch requires replacement...

The rust is a Red Herring. You can get all the parts to rebuild it, but probably won't make a difference for this issue. I painted that base when I performed the AT->MT conversion. I recommend re initializing the clutch. Takes a few minutes. I suspect the clutch discs aren't clearing the...

I've purchased ~10 used JDM vehicles direct from Japan (including my current NSX). They don't come with any original paperwork or receipts. I have no idea why. The people involved in the process just shrug when asked. Plenty of service stickers though. Fun fact: They check for nuclear...

Did anyone follow up with OCO Connectors? It would be interesting Usually I find such sites to post scraped down data and are awaiting for a payday of an inquiry. However, they might actually have a box of rubber boots laying around.

Yes, that is it. Cannot determine who made it. I'm guessing Mitsumi as it used for high amp fan applications. It was used on early JDM 90s Accords and variants. Only used on the NSX for Honda past mid-90s. The 2pin was used up to the 2000's as radiator fan motor connectors.

The following boots work well, but are not concours Jaguar X-type 2002-2013 Mitsubishi Colt ( (I had an hour to kill so scouted and acquired at junkyard. So available for trade or photos...BTW: I'm looking for the 3-pin connector that is on the radiator resistor or MVAC fan resistor) Probably...