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

Eng Refresh + LMA, etc 49

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As the mater cyl is not new, very important not to floor the brake pedal while bleeding the air.
That’s why I use pressure bleeding.

As my standard procedure when re-using the old disc and pad, set the fluid level just at the base of the triangle arrow marking.











All four wheels back on the car and spindle nut torqued to the spec and staked.












I only went upto about 20mph on the lift so not accurate enough but the ATF level is at about Max line 70sec after stopping the engine.
Will check it after the test driving session.

By the way, the ATF should look like this clear red colour and not dark red/black.......
Glad that we drained as much ATF as possible and replaced it with fresh fluid this time.













The proof of clean TH body and good smooth eng timing.
This NSX is non-DBW so EACV is used for idle rpm control and when adjusting the base idle, EACV must be disconnected.

Checked the IG timing as well.

With smooth eng and proper IG timing, you can idle at about 550rpm with electrical load for non-DBW models.












Happy with the idle adjust screw position so reconnected the EACV, reset ECU and now the ECU will force the idle rpm at about 750 - 800rpm for AT model.

Sealed the idle adjust screw.












As being forced to use Mahle fuel filter, double checked the fuel pressure.
Under both conditions, it’s within the OEM spec so happy with it.











New sealing washer installed and another leak check carried out.





It’s so hot inside the garage so adjusted the tyre pressure to OEM spec so that when the temperature drops,
it will be bit lower and that’s where I like for the test driving session.



All suspension bolts are now torqued under 1G and ready for the test driving session.


Still need to finish the ABS and electrical components but should be ready for collection within a few days.




Kaz











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