I posted the same info several years ago on NSXCB as there was almost exactly the same mods mentioned.
From ABS modulator and TCS controller point of view, as long as you have the same wheel speed trigger teeth ratio between F & R and using the same sensor spec, ABS controller from any models will ‘electronically’ function fine and it won’t cause warning lights.
On the drive shaft, there are 50 trigger teeth on our NSX. S2000 is the same.
I haven’t counted the front side but since 'syndicate' didn’t get the ABS warning light, it would be the same/similar between NSX and S2000.
The wheel speed sensor at each wheel is MPU and the raw signal first enters the ABS.
Inside there, the signal is filtered and level converted before being passed over to the TCS controller.
You will get TCS light if the TCS controller doesn’t get these 4 signals.
However, as mentioned later, if you have non-DBW model and if you decide to disable the TCS, then you won't get the TCS warning light.
On the ABS modulator, the big cyl like metal cover is where the motor sits.
It’s by Jideco (merged into Mitsuba) and the setting/controller board/software are by Nissin.
Among the different car models, the biggest difference is the software or the slip rate target mapping.
ABS is not that simple by just preventing the lockup.
There are many different algorithm used inside the software.
Each models are mapped differently so this is where it gets bit tricky because 99% of the time, ABS will be used under panic braking condition or not on purposely.
Although the ABS modulator from another model will ‘electronically’ operate fine, it may result in longer stopping distance under panic braking.
Good example is the standard NSX ABS modulator compared to the NSX-R one.
NSX-R has sharp brake pressure slope due to huge vacuum booster assist compared to the standard model and due to the weight distribution/tyre/chassis setup/etc, the setting is quite different from the standard model.
However, with standard NSX and NSX-R ABS modulators on similar chassis setup NSXs, comparing the two on the same road/track for a few weeks, I couldn’t tell the difference with my driving skill when using the ABS on purposely while braking into the turn. This was not under the panic braking mode.
However, the professional drivers (I’m talking about the FIA license holders) who attended the same session could tell the difference and told me that while there is massive difference in braking feedback (probably because of the much sharp brake pressure control on NSX-R) before the ABS kicks in, the NSX-R ABS won’t kick in until the very last moment and also not so frequently compared to the standard ABS.
Basically, with NSX-R ABS, the car lets the driver to take more control during hard braking before the ABS kicks in.
This is good if you are on purposely using ABS on the approach to T1, or certain sector (for example, T2 - T4) and if you have the skill.
We call them the human ABS.
On the other hand, under panic braking or simply just continuously keeping your foot on the brake pedal like when carrying out the stopping distance test, there is a chance that the NSX-R ABS modulator may end up with longer stopping distance than the standard one because of the above mapping/logic characteristic.
One friend told me that long time ago, a certain car magazine carried out side by side test between the two modulators to check the stopping distance and on all attempts, the one with the NSX-R modulator took longer distance to stop.
I have never seen the actual video footage or never carried out the side by side stopping distance test so I can’t confirm this from my own experience but won’t be surprised if that is true.
I normally recommend other owners to use standard ABS modulator and not the NSX-R one for the above reason.
NSX-R doesn’t have TCS from the factory.
There are some owners who installed the NSX-R ABS modulator on their NSX but as it’s not that popular to do so, I don’t know whether they got TCS warning light or not.
In Japan, T3TEC installed NSX-R modulator on very limited number of NSX and they told me that they didn't notice the TCS light. However, many owners have already disabled the TCS so that could be the reason.
Or, Nissin just used the same hardware as the standard NSX modulator for the wheel speed I/F and didn’t disable the filtered/level converted output signal to the TCS controller even on the NSX-R modulator.
Speaking of TCS, if you have non-DBW model (91 – 94), personally, I would disable the TCS.
On non-DBW model, the TCS is done through the stepping motor with mechanical linkage to the TH butterfly and the control is not great that it’s more like On/Off sudden change in engine power.
I just disconnected the connectors from the TCS controller and disabled it long time ago.
You may get CEL for the first time for communication error but because it looks for the 2 failure status at each power cycle, you won’t get CEL next time.
This thread is an interesting solution if one’s classic ABS is dead or failing.
I don’t know why the ABS modulator price went up like a few $1,000 overnight several years ago in US.
In Japan, while the parts price goes up twice a year every year, it’s still nowhere near the $3,000 mark.
You can buy NSX ABS modulator from Japan using the English spoken service through several vendors.
I think some of the vendors in US and Europe are buying the ABS modulator through their contacts in Japan to offer the ABS upgrade kit at better price than buying the modulator through Acura.
The 25pin big black/orange connector is from AMP (now part of tyco electronics).
It’s their .060/.187 Slide Cam connectors series.
The 25pin one is no longer used regularly by the automotive manufactures so long time ago, they stopped the regular production but can be ordered as a set of several 100s or you can find the remaining stock on the market and order in small numbers.
Good luck.
Kaz
