Today at Atelier Kaz - ex-Honda R&D, F1, Indy/CART engineer

Pressure bled the brake.




Silicone grease on the IG coil cover gasket.





Time for the test driving session.


For the first time since this car arrived at my place, finally I can test drive it.

I couldn’t do this before start of the service due to the obvious reason of
head gasket issue.

Although it’s not a fresh eng build, for this type of eng service,
I prefer going gentle with multiple short distance outings and put the car
back on the lift after each outings.
Limit the max rpm at 3,000rpm with max speed 50mph and gradually
increase the limit.
So far, not even engaged the VTEC.

For modern high accuracy engineered engine, you want to drive it
really hard from Day1.


To the Owner;
Noticed several things.




The door mirror switch seemed to be faulty or there is wiring issue nearby.
As soon as you slide the selector switch for R or L mirror, it will activate the
actuator and forces the mirror to point upward.

So, while you are driving, you can’t adjust the mirror or even touch the
slide switch.
I already knew about this when I received this NSX but not nice especially
test driving this NSX for the first time on this occasion.

This is the same on both side so very likely to be switch failure.
May be moisture related as I saw failure on the connector terminal
for the door lock/unlock switch at the door handle as well.


Not fan driving with old front tyres and the alignment is not correct.
Even going through the roundabout slowly was bit tricky and
the steering is pointing fair amount towards the left.




The brake pedal feeling is OK but the car just doesn’t slow down quickly enough.
Especially, the FL pad is not contacting the disc evenly.
Not sure when was the last time all four calipers were overhauled.




So far, the radiator is holding itself.
Wet marking around the rubber cushion where the radiator pin inserted.
Although the coolant level didn’t change, I’ll add just a bit extra coolant without
causing overflow for now.

Please replace the radiator at the earliest possible opportunity and
please check the coolant level before every time you go out for driving.
With the new header tank, you can see the coolant level without
removing the cap unlike your old one.




As reported ages ago, the right inner driveshaft joint is leaking the grease.


I washed the engine thoroughly and already it was covered in grease.....
Sad......


As reported earlier, the oil is seeping from around the oil pan gasket.
Nothing unusual but just a lot.


Interesting noise/sound from the custom made exh pipe/back box layout.
If you are cruising and simply lift the TH to gradually slow down,
then you will hear steam train whistle like drone/sound when passing
about 1,800rpm.
You won’t hear it if you go through 1,800rpm quickly such as
disengaging the CL or applying brake.


Noisy CL release bearing or the main shaft bearing.
It disappears if you press on the CL pedal.


Activated the ABS several times while the tyre was cold and for now,
the ABS pump is quiet.
However, if it was not activated regularly, it will trigger the pump again and
may even trigger the warning light if it couldn’t achieve the targeted pressure
within 120sec.




Interesting voltage reading.
The cranking speed was always strong even going through the
multiple rounds of compression check and engine fired up instantly
every time.

The battery conditioner was already in conditioning mode after weeks of service
and since it didn't detect any issues during the check mode, I don’t think
it’s battery related but the gauge always shows around 13.2 – 13.5V at idle rpm.

Once the engine starts, the gauge is showing the charge voltage at the ACG
so all I can do is to measure the voltage directly at the ACG to confirm that
the gauge accuracy is not off by miles.

I have seen this phenomenon on some of the early models so it could be
nothing wrong or the ACG reg. is getting weak.

I’ll need to keep eye on this during the long run session as I don’t want to be stranded.



Will carry on with the test driving session and later, will go out for the long run
to apply multiple 30 – 40min session of closed loop fuel control.



Will be returning the car to the owner this Saturday.
Nearly done.
Must service one audio head unit and two speaker AMPs for other owners.....
Monaco......


Kaz