Hello Everyone,
Please allow me to introduce myself,my name is Bruce Nomura builder of Yuandi's NSX which seems to be in question. First off the NSX is for sale, due to other obligations owner needed a bigger car and is left with no other choice.Yuandi and myself personally hate to see this car go. Though let me assure you who ever gets this car will get the best of all deals.This 1995 Limited Edition Midnight Pearl NSX-T is one of 300 ever produced.I saw a similar stock NSX in the DuPont Registry w/31,000mi going for$110,000 dollars!(go figure)typical 1995 NSX's are going for $55-$65,000 dollars.Believe me it would be a steal if this car sells at $75,000 dollars!
Mileage? Nothing to be ashamed of,how could you not want to drive it.It's a Honda it was meant to be driven.No leaks,dried seals or gummy fuel deposits associated with cars that aren't driven enough.I can assure you this car runs as good if not better than most lower mileage cars.This car has been carefully monitored after installation of turbos and has been meticulously maintained since day one.
Horsepower? I really have no idea,never had an opportunity to dyno it. Since publishing's ask for figures because readers demand them we gave our honest estimate.I've dynoed Turbo RX-7's at 320hp-410hp,Supra's at 425hp-600+, I doubt my estimates are too far off.400hp or 425hp does it really matter? Dyno figures given are usually peak horsepower,a fraction of what really is to be learned from a dyno run.The power of this NSX is very linear and easy to predict, no sudden bursts of power, common to turbo cars.There is virtually no lag, power is very aggressive yet smooth and stable very deceiving. No turbo rush so you don't realize how fast your going until you look at the speedometer or see the 395hp Modena in your mirror which was aside you at one time.So when that Modena asks you how much hp you have I'm sure he won't question you if you said 500hp.Like Andrie says,"the car is awesomely fast",words not to be taken lightly.Andrie is not your typical NSX owner, he races his own modified NSX on a regular basis.He also rode back to back in this 6psi. TT-NSX and a 9psi Supercharged NSX w/gears that supposedly puts out 400hp,(go figure)and clearly felt the TT-NSX was faster.
The power spools from twin Aerodyne Aerochargers which are patented variable vane
turbochargers that offer everything of standard turbos without the lag.I too was in doubt before installing them, but now I'm just amazed with their performance and reliability!I'm currently trying to develop a twin Aerocharged Lexus GS400.I wonder why they aren't in bigger demand? 5psi of boost at 2200RPM can be attained in .25 seconds,a Vortech/Paxton Supercharger develops 2psi of boost at 2200RPM and takes 1 full second! The Aerochargers develop full boost(set at 6psi)at 2700RPM while Comptech's S/C builds 3psi at 3000RPM. I'm not knocking Comptech's fine piece of equipment(I have the up-most respect for them and fully endorse their products)these are just the facts. Superchargers are solely dependent on RPM and as all you NSX owners know, nothing happens below 5000RPM until the V-Tech kicks in, which in turn also bring your S/C to full swing. The Aerochargers aid the NSX where it needs the most help-low end.This car accelerates as hard in 4th gear at 3000RPM as the Paxton/Vortech based unit can in 3rd gear at any RPM.The car is actually much more drivable than stock, especially around town.For this reason alone I would opt for the Aerochargers.
Gears? No thank you,too much to soon already
Under normal driving conditions fuel consumption has improved 1-2mpg and sacrificing top end takes the thrill away.
As Hejo noted, there's more to this car besides turbos. Take another look at the interior,especially the center dash and console.The factory clock has been replaced w/Blitz Dual Turbo Timer.Just below the vents are 3 hand polished GReddy 60mm gauges(air/fuel,boost,fuel pressure)with Data Link and below the Sony head unit are 3 more hand polished HKS 52mm gauges(2exhaust temp,front&rear exhaust banks,1 water temp)Mounted on steering column is GReddy's fully adjustable RebicIII which controls 2 additional high resistance NipponDenso 550cc injectors.We won't even start with the audio system which cleverly mounts 2 8" SoloBaric sub-woofers. Cramming all of this into an already limited cockpit, following fit, form and function and calling it a simple mod would be a huge under-statement if not a direct insult.The interior work alone was a huge task aside the engine work, suspension work and body parts modification and install.Even getting genuine parts from Japan including the Amemiya Wheels with correct offsets was a nightmare! For those who feel they can easily duplicate all of this probably has enough experience to only change a shift knob and for that matter should only be allowed to talk about issues of equal value.I hope I didn't offend anyone too much,but knowing how much I've put into this car I deserve to vent a little. As they say, if you dish it out you better be prepared to eat it.Thanks for your time
Bruce
