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Today at Atelier Kaz - Private NSX Enthusiast, ex-Honda R&D engineer with F1, Indy/CART background

Eng Refresh + LMA, Bilstein Damper, etc 33

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Vacuum leak check of the cooling system followed by the vacuum fill. Of course, it's Honda Type 2 blue coolant.




Activate the fuel pump without starting the engine many times to check for any leakage around the INJ and the fuel filter.
New seals and o-rings so must be checked in detail. Baby powder or even the tissue paper becomes handy.




Applied silicone grease around the IG coil but as mentioned previously, the one at #3 cyl doesn’t look nice.
If misfire occurs in the future, I would just replace all three IG coils at the rear bank first.


Speaking of misfire, I was/am helping two different NSX with misfire issues and both seemed to be IG coil related.




Time for the hand cranking of engine followed by short bursts and then longer ones to build up the oil pressure as well as splashing enough oil inside the crank and cam area.
It is the standard procedure for me when working on the engine so if you parked your NSX over the winter or not driven it for many weeks, you should do the same.
As mentioned so many times, I saw deeper scratch markings on the cam shaft and cam journals on the low annual mileage NSX than the ones driven regularly.
I already know several engine failures in UK and US because of this.




Quick 30sec fire up to shift any air pockets in the cooling system, air bleeding, followed by the proper fire up to bring the temperature until the rad fan kicks in.

I’ll bleed the air from the cooling system at the front section two more times to be 100% sure that there was no air left in the system.




Although the owner may replace the air box back to the aftermarket one, I can’t let him go with this super dirty ancient filter. New OEM one has green colour and it was changed ages ago so either this one is a copy or not replaced for many-many years. New OEM one to be installed.



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