{"id":2911,"date":"2019-06-14T17:23:53","date_gmt":"2019-06-14T17:23:53","guid":{"rendered":"https:\/\/www.tegiwaimports.com\/blog\/?p=2911"},"modified":"2019-07-08T14:34:12","modified_gmt":"2019-07-08T14:34:12","slug":"nsx-build-part-3-all-motor","status":"publish","type":"post","link":"https:\/\/www.tegiwa.com\/blog\/builds\/nsx-build\/nsx-build-part-3-all-motor\/","title":{"rendered":"NSX BUILD PART 3 – ALL MOTOR"},"content":{"rendered":"

Welcome back to another update, as per usual\u00a0Tegiwa\u00a0<\/strong>HQ is nice and lively across the whole building, including the workshop where our NSX is tucked up awaiting treats.<\/p>\n

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Now it’s been a long while since we’ve updated you about the NSX, a lot has happened, but I’ll not reveal it in one fell swoop or that’d spoil it all a bit right?<\/p>\n

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Today we’re addressing the heart and soul of the car, its engine, which has been a mildly controversial to say the least. For those who aren’t aware, the original engine that comes in the NSX is a very peppy Honda C-Series – notably the C30A and C32B. The C-Series has proven to be almost as iconic as the car it calls home, boasting high performance capabilities given the time.<\/p>\n

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The C30A and C32B were exclusive to the NSX, a decision made by Honda to keep the costs down during production. Why though? Well the motor itself was very advanced regarding materials, harnessing ultra-lightweight materials that also retained the strength needed to contain the non-laughable 290BHP. This is where the costs came in, and where our problem starts.<\/p>\n

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Being an incredibly limited run engine parts, even for us, are a premium. Ideally what you want from an engine is sustainability, cheap management and great power from the get go. Unfortunately this ruled out the C-Series, which was no love lost to us as the car came as a rolling shell, but does take away from the purity of it all.<\/p>\n

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This isn’t worth dwelling on, and despite the cars lineage it still has intent – at the end of the day this is a tool with a purpose.<\/p>\n

The answer was always going to be K-Series, as they tick those aforementioned boxes. Thanks to Skunk2<\/strong> the K going in our NSX is a bit more special…<\/p>\n

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‘Frankenmotor<\/em>‘ is a pretty commonly used term these days, and an age old art. The K24\/20 sits up there with the RB30\/26, 1.5JZ’s as well as a slew of Subaru setups. To put it simply, you harness the higher displacement bottom end and mate it to a lower displacement top end – the reason for this is compression and ultimately power. In terms of ‘cheap’ power-adders this is actually a pretty good option for a lot of people if you’re willing to put the work in.<\/p>\n

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It doesn’t stop there though, this particular setup runs 340HP (on Skunk2’s engine dyno) whilst still being naturally aspirated. It’s pretty clear that this isn’t solely achieved by the K24\/20 combo, the bottom end has seen some work – now stroked to 2.45 litres. On top of it retains the stock Honda crank, paired with Skunk2 Ultra Rods<\/a>\u00a0<\/strong>as well as\u00a0Wiseco Pistons, Ring and Pins<\/strong>. <\/a>Lastly with block itself, on the subject of the crank, has been sorted with King bearings – ensuring it’s all minty fresh.<\/p>\n

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The heads seen work, not quite as much as the bottom end, but it has been CNC’d. Under the rocker cover you can see some awesome Skunk2 Ultra cams<\/strong>, fetching us a little bit of chop. But largely the rest is either complimentary or stock, really demonstrating the capabilities of the K24\/20 setup. Mating the two halves of the engine together are some Skunk2 Racing head studs<\/a><\/strong>, with a Cometic<\/strong> head-gasket in between. These also harness a\u00a0K-Tuned upper coolant housing<\/strong><\/a>, letting us have the housing face away from the firewall. Coolant delivery has also been worked with a\u00a0K-Tuned electric water pump<\/strong><\/a>, complete with plate to run lines off.<\/p>\n

Oil management is being driven by a Skunk2<\/strong>\u00a0oil pump, inside a baffled sump being either\u00a0S2<\/strong>,\u00a0Moreso\u00a0<\/strong>or\u00a0Genuine Honda<\/strong>\u00a0depending on what works. The engines been adorned with a lot of\u00a0K-Tuned<\/strong>\u00a0goodies too, dress up-wise we’ve got a\u00a0billet oil cap<\/a>\u00a0<\/strong>as\u00a0well as a\u00a0billet dip stick<\/a>\u00a0<\/strong>and\u00a0coil pack cover<\/strong><\/a>.<\/p>\n

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K-Tuned\u00a0<\/strong>are also providing us with a way a getting the ECU to speak to the engine, we’re using a K-swap race harness<\/strong><\/a> in conjunction with a\u00a0tucked engine harness<\/strong><\/a>. Fuelling is being handled by a K-Tuned fuel pressure regulator<\/strong><\/a>, in line with their\u00a0high flow fuel filters<\/strong><\/a>, leaving fuel issues to be a thing of the past.<\/p>\n

We’re also using a\u00a0Skunk2 Ultra<\/a>\u00a0<\/strong>intake manifold, you can see our extensive write up on K-Series intakes\u00a0here<\/strong><\/a>. These feature a huge 90mm throttle body of Ford Coyote origin, which is a bit strange to see on these shores, but logically readily available in the United States.<\/p>\n

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Motion Motorsport<\/strong> have rebuilt the gearbox, filling it with Mfactory<\/a><\/strong>\u00a0goodies. The K-series set-up allows us to fit a more appropriate for use gear set, making for a far more tailored ratio should the need be to adjust it on track. This has also been coupled with a Version 2\u00a0Mfactory\u00a0<\/strong>plated LSD, reducing any mechanical interruption from putting the power down.<\/p>\n

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As obscure as this swap is it has been done before,\u00a0Innovative<\/strong> have sent us some mounts to get this naturally aspirated monster fitted in the case. After this is a case of axles, wiring and its good to go… right? Not a chance! The time needed for this is being spent correctly, with a car like this you do it properly – it deserves it.<\/p>\n

Excited doesn’t describe it, we’re incredibly thankful for\u00a0Skunk2\u00a0<\/strong>sorting this engine out for us – allow us to make this NSX more special than it already is. Jesse Halford of J.Cal ECU Calibration<\/a><\/strong> will be tuning the car, needless to say we’re very much looking forward to the results of that.<\/p>\n

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Next up on the blog we’ll be going a step back in time looking at suspension, brakes and something we’ve had to re-evaluative… wheels. As always we’re super thankful that you guys like reading this, it’s a pleasure to write about such awesome cars.<\/p>\n

As usual, you can find photos on my own personal Flickr<\/a>\u00a0account, and with Dave working on this with me we’ll hopefully get something set up for him to share has awesome photos.<\/p>\n

\"TEG<\/a>