We recently completed a new project that has exceeded our expectations!
The NSX in question is a 1991 NSX.
The factory 3.0L engine was increased to 3.2L by using the later model factory bore size of 93mm. The engine was removed, sleeved with our new radiused big flange sleeve, and machine fit to a set of lowered compression forged pistons. The heads were ported, and modified to accept larger intake valves. The camshafts were replaced with our forced induction stage camshafts featuring increased lift, reduced overlap, and increased exhaust duration. The valvetrain was replaced with our titanium retainers and valve spring kit.
The supercharger kit was largely unmodified. The only modification was to replace the pulley to support 10 psi of pressure.
The fuel system was modified with larger injectors, fuel pump, and 1:1 fuel regulator. The engine management system used was the AEM EMS with dual channel UEGO.
The engine breathed through a Cantrell AIS, UNI Dual Stage filter, big bore throttle, Cantrell Advanced Header System, and Cantrell Endura-Lite exhaust.
Our expectations were exceeded with final numbers of 431.7 rwhp & 303.9 rwtq. This is based on an average run where first early morning runs exceeded 440 hp. The testing was performed on a Dynapack Model 4000 dyno which we have found to be extremely conservative (exact cars have dynoed 5-7 hp higher on other dynos frequently compared - such as the Dyno Dynamics used by Autowave).
The torque delivery is impressive with wheel spin in the lower gears. The tip in throttle is thoroughly impressive with immediate torque delivery even at low RPM. Unlike other Comptech setups, especially with the Whipple units, the power does not nose over in higher RPMs but keeps climbing and climbing until redline.
Future mods may include the inclusion of an intercooler. The average intake charge temperature was in the 180 F degree range while dynoing in 90+ degree weather. Not too far off from standard Comptech temperatures, but definitely allowing a huge margin of gain with a cooler denser charge.
take care,
-- Chris
The first dyno shows a comparison between a stock 3.0L and supercharged built 3.2L:
The second dyno shows a comparison between the BEST Comptech Supercharged 3.2L (a 2004 model) we have ever tested and this built beast:
The NSX in question is a 1991 NSX.
The factory 3.0L engine was increased to 3.2L by using the later model factory bore size of 93mm. The engine was removed, sleeved with our new radiused big flange sleeve, and machine fit to a set of lowered compression forged pistons. The heads were ported, and modified to accept larger intake valves. The camshafts were replaced with our forced induction stage camshafts featuring increased lift, reduced overlap, and increased exhaust duration. The valvetrain was replaced with our titanium retainers and valve spring kit.
The supercharger kit was largely unmodified. The only modification was to replace the pulley to support 10 psi of pressure.
The fuel system was modified with larger injectors, fuel pump, and 1:1 fuel regulator. The engine management system used was the AEM EMS with dual channel UEGO.
The engine breathed through a Cantrell AIS, UNI Dual Stage filter, big bore throttle, Cantrell Advanced Header System, and Cantrell Endura-Lite exhaust.
Our expectations were exceeded with final numbers of 431.7 rwhp & 303.9 rwtq. This is based on an average run where first early morning runs exceeded 440 hp. The testing was performed on a Dynapack Model 4000 dyno which we have found to be extremely conservative (exact cars have dynoed 5-7 hp higher on other dynos frequently compared - such as the Dyno Dynamics used by Autowave).
The torque delivery is impressive with wheel spin in the lower gears. The tip in throttle is thoroughly impressive with immediate torque delivery even at low RPM. Unlike other Comptech setups, especially with the Whipple units, the power does not nose over in higher RPMs but keeps climbing and climbing until redline.
Future mods may include the inclusion of an intercooler. The average intake charge temperature was in the 180 F degree range while dynoing in 90+ degree weather. Not too far off from standard Comptech temperatures, but definitely allowing a huge margin of gain with a cooler denser charge.
take care,
-- Chris
The first dyno shows a comparison between a stock 3.0L and supercharged built 3.2L:
The second dyno shows a comparison between the BEST Comptech Supercharged 3.2L (a 2004 model) we have ever tested and this built beast:
