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

As reported earlier, someone just opened the idle adjust screw without
cleaning the TH body in the past.

Now the TH body is so much cleaner that the extra air was passing through
the idle air port.
Initially, the adjust screw on this engine was sitting almost close to
the edge, like 0.5 – 1mm away. There was also no locking paint applied.



On my engine, it’s hard to see with the white locking paint but
it’s about 4mm screwed in from the edge so huge difference.





In fact with this engine, even after disconnecting the EACV,
the engine was still running at about 850rpm.
At the end, I had to close the idle air port about 1.75 turn to get to
about 600rpm (for MT) with EACV disconnected.

Will double check this after carrying out the initial test driving session.




As seen on many NSX, the sump plug and the receptacle thread had to be re-threaded.







Quick oil change and pressure bled the brake system.




As the owner has good facility and skill, I ordered the parts for the
brake caliper overhaul so that he can work on his NSX later.

As the parts were already here and there was no point in re-using the
heavily corroded and over-torqued bleeder plugs (front ones were well beyond the
specified torque spec), decided to use new one at all four corners.

Also, the banjo bolt at both rear calipers were so corroded that I just
replaced them with the new one.


So, just need to take the compression and refurbish the A/C CCU board before
I can take the car out for the test driving session.



After long long time, finally, I can see the light at the end of the tunnel.

Kaz