The NSX's C30A V-6 powerplant remains, as does its factory six-speed gearbox and a surprisingly short list of upgrades: Wiseco 9.5:1 compression pistons sit atop titanium connecting rods in the bottom end; OEM C32A valves, springs and retainers reside in otherwise stock heads; and an RPS triple-plate clutch and flywheel put it all to the ground, via 315-series Falken RT-615 rubber and Enkei RPF1 alloys. And that's about it. No cement-reinforced block, stroker kit, late-model engine swap or straight-cut dogbox here. "So far there haven't been any problems," Cody says, "But then again, it still has yet to see major competition."
With the underpinnings added thus far-"a work in progress," Cody cautions-we'd say he's on the right track. Custom-valved Ksport remote-reservoir coilovers can be found at each corner, supported by custom-rated springs and a 24mm front sway bar. Stoptech two-piece, 14-inch rotors and four-piston calipers take the place of the stock front brakes, and Hawk pads and Science of Speed stainless/Teflon lines can be found all around. Taking Honda's logic with the release of the NSX-R a few steps further, Cody's NSX has been stripped of most of its luxuries in the name of weight savings, with a Sparco seat, Momo wheel, and JDM Honda navigation among its few surviving amenities.
In case you're perusing the NSX market for a future project car of your own, don't look past the "scratch and dent" specials out there. Cody's car suffered some front-end damage before he took possession of it, a situation he remedies with the addition of a full Downforce '02-spec fiberglass front-end conversion, complete with OEM projector headlights and Xenon HID lighting, and Cody's soon-to-be signature Sickens-brand Midnight Pearl paint, in an ominous matte finish. "The NSX was designed to be a subtle car," he explains. "I wanted to make mine crazy, without being obnoxious."
The Best Of The Best
2NR's pick of the best factory-fresh NSX
In 1992, Honda decided to give Japan an even buffer version of the NSX, and produced the NSX-R to strike a balance between its production model and the stripped-down versions of the car it was winning races with. The first-generation NSX-R was produced until 1995, and featured removal of the air-conditioning and audio systems, sound-deadening material and trunk carpeting; carbon fiber Recaro racing buckets in place of heated leather seats; forged aluminum Enkei wheels in place of the stock alloys; a titanium shift knob in place of the leather stocker; 8.0kg/mm and 5.7kg/mm springs in place of the stock 3.0kg/mm and 4.0kg/mm stockers (front and rear, respectively), and a 4.235:1 final drive in place of the ordinary 4.06:1 unit, among other benefits. A second-generation variant of the NSX-R was released in 2002-again, only for the JDM-that added a carbon fiber rear spoiler, deck lid and vented hood; re-balanced the internals of its 3.2L engine to ten times that of a regular NSX; replaced the single-plate clutch with a twin-plate unit; and added under-body spoilers for the front and rear of the car. Many suspect further engine mods went undisclosed.
'92 Acura NSX
Output 920 whp @ 8,500 rpm; 641 lb-ft of torque @ 6,100 rpm
Engine C30A, 3.0L displacement; titanium connecting rods; Wiseco 9.5:1 compression pistons, piston rings; OEM C32A valves; SOS valve springs, retainers; Love Fab intake, F1 Spec turbo manifold, Stage 4 liquid-to-air intercooler, piping, triple heat exchangers; Garret GT45R turbocharger; Tial 50mm blow-off valve, 60mm wastegate; AEM EMS; Mishimoto dual-pass radiator; Hose Techniques radiator hoses; Motul oil cooler; 1,200cc RC Engineering fuel injectors; Aeromotive fuel pressure regulator; Walbro 255lph fuel pumps (x2)
Drivetrain RPS triple-disk clutch, flywheel
Suspension KSport Circuit Pro coilovers; 24mm anti-roll bar
Wheels/Tires Enkei RP-F1 wheels; Falken Azenis RT-615 tires (235/40-17 front, 315/30-18 rear)
By Luke Munnell
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