To correct maladies introduced into the front suspension by lowering the car, Comptech fitted it with one of its bump-steer correction kits. This hardware restores the tie-rod end-link's motion profile to minimize toe change through the suspension travel. Lastly, solid aluminum Competition camber bushings allow an increase in the range of camber adjustment, as much as -4 degrees, for settings appropriate for real race tires.
One of the few things Honda has changed over the production run of the NSX has been the drivetrain. A later 3.2-liter short block, with its titanium connecting rods and cast 10.2:1 compression pistons, was used as the basis for Olson's engine buildup. Comptech ported 3.0-liter heads are fitted with 1mm oversized stainless intake valves and Inconel exhaust valves left from the Camel Light days. Iskenderian valve springs, Comptech titanium retainers, reground cams and adjustable cam gears round out the valvetrain. Like most of Comptech's products, the NSX cams are emissions legal, since only the larger VTEC lobe has been reprofiled.
A billet high-volume oil pump was installed, featuring an 0.080-inch wider gearset, in addition to Comptech's track oil system. The kit replaces the factory oil-to-water cooler with an Earl's 13-row oil-to-air heat exchanger mounted in the passenger-side rear quarter panel vent. An Accusump 3-quart reservoir is mounted on the same side in the rear fender, with -10AN lines moving all the oil around outside the engine.
Comptech's carbon-fiber cold-air intake feeds an upgraded 2300AX twin-screw supercharger kit pushing 8 psi of boost. Rather than use the standard 1600cc compressor, a 2300cc unit was installed to reduce screw rpm, thus lowering intake air temperatures. This is a somewhat common practice for the larger displacement engines, especially those with cylinder head and camshaft changes. Spent gases pass through Comptech's stainless headers and race exhaust system sans catalysts.
Engine management is a fairly simple arrangement with the earlier OBD-I 3.0-liter ECU running the show. Reprogramming was done by Comptech to lower the VTEC engagement point from 5800 to 5200 rpm, and raise the rev limit from 8000 to 8200 rpm, while its Electrical Signal Monitor (ESM) clamps excessive voltage due to boost from reaching the MAP sensor. Slightly larger 370cc/min. injectors compensate for the larger displacement, while a Mallory rising rate FMU enriches the mixture under boost. A Bosch in-tank fuel pump replaces the stock unit.
A six-speed transmission sourced from a late-model car was swapped in. Prior to installation, the final drive was reduced from 4.06:1 to 4.23:1, and an early-model limited-slip differential with additional preload replaced the late model part. The tighter gate spacing on the six-speed necessitates the use of a reverse lock-out system, which was developed by Honda. There's no provision for this in the earlier cars, however, so Comptech's six-speed conversion kit includes an electronic actuator that intercepts the wheel speed sensor signal to disallow reverse above 17 mph.
A Power Grip 2 clutch package is fitted to transfer the engine's power and help with throttle response. The Sacs pressure plate is a custom unit with higher-than-stock clamping force and reworked fingers for improved engagement. Marcel in the disc is also reduced slightly for quicker shifting. Comptech's lightweight flywheel rounds out the package, knocking nearly 20 pounds off the stock part.
Sitting back in the factory leather seats isn't such a bad thing for Olson, strapped in tightly by Comptech's Competition Restraint kit and harness bar. Nor is the feel of the NSX-R steering wheel, shift knob, or view of the engine's stats on the dual SPA digital monitors along the A-pillar. In fact, life is pretty good. Much like Honda, Olson has shown that even those from modest means can realize their dreams.