More is Better
The Acura NSX would appear to be perfect for this competition. Last year, we were sure Kip Olson's 1991 model would be a top contender. It still strikes us as one of the cleanest and most well sorted examples in the country. Probably second only to Danny Young's 1992 version, which we have right here - in pieces.
Two things Danny learned from Kip last year were: 1) don't forget the R-compound DOT tires and 2) you can never have enough power. Yokohama A048s take care of the first issue. The fact they're wrapped around magnesium Speedline Ferrari Challenge wheels on custom hubs begins to illustrate the real difference between these two cars. Where Kip had turned it up to 10, Danny's gone to 11.
Beneath the mags are an ultra-rare set of Cooltech 14.2-inch MMC aluminum-ceramic rotors. They weigh about 40 percent less than their iron equivalents, yet exhibit five times the thermal conductivity. Eight-piston Brembo calipers are used in the front, four pistons out back. Controlling the wheel motion is a collection of Comptech bushings and clamps, orchestrated by Hypercoil springs and external reservoir Penske dampers.
Big power comes from an immaculate twin-turbo setup tucked in the rear of the car. Custom 3-into-1 stainless headers feed a T3/T4 turbo, TiAl wastegate, and exhaust silencer. Subframes mount each turbo to the chassis, bearing all their weight rather than relying on the exhaust for support. V-band clamps at the silencer inlet allow for quickly swapping catalysts in and out.
In a rare display of proper, if not excessive, liquid-to-air intercooler implementation, heat moves from four Laminova intercooler cores through -12 AN lines up to dual custom radiators in the front fenders, each with its own fan.
The chilled air mixes with an equally extreme fuel system on the way into an 8.2:1 compression, built 3.0-liter engine. A stock five-speed transmission (amazingly enough) multiplies torque between the Tilton triple-plate carbon clutch and an OS Giken 4.44:1 gear set and limited-slip differential.
Autowave tuned the Motec M48 Pro ECU for 100-octane unleaded fuel, and claims the base tune is good for 650 wheel-hp on 15 pounds of boost. Should that not suffice, four additional calibrations are available by adjusting an in-cockpit dial. Aside from this power knob, the interior is quite civilized. Kevlar buckets with harnesses replace the stock seats. A small collection of Defi instruments keep tabs on the engine's condition.
Aerodynamically, the NSX stands out through simple but effective mods. An aluminum honeycomb front splitter is adjustable from zero to three inches of extension, with turnbuckles for support when fully deployed. A hood extractor pulls air through the radiators in the bumper, minimizing undercar flow and turbulence. The rear wing's airfoil geometry was chosen from published test data and selected for its favorable performance relative to the car's track speeds. Robust mounting hardware allows angle-of-attack tuning in one-degree increments. A diagonal brace keeps the element firmly in place.
Many will no doubt compare the car's stratospheric cost to the Ferrari that won the inaugural USCC, but we're interested to see whether Danny will see a similar return on his investment.
Editor's Note: When I stumbled upon this insane NSX in the garage at Autowave, it was immediately clear it was a competitor. No dollar was spared - gigabuck Speedline magnesium wheels, Brembo brakes and two turbos. Will it stay together?
By James Tate
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