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

Eng Refresh, Health Check, etc 33

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From the damage markings and dent seen on the oil pan, pretty much expected but the drain bolt was replaced in the past with much longer one and even cross-threaded.

Managed to repair it but considering the oil seepage from the gasket area and all these markings and dents, best replacing the whole oil pan in the future.
The dent is very minor so not causing any concern on oil pressure or oil recovery for the pump inlet.

Recovered extra old oil from the top using extractor.

As reported, the a/c compressor was replaced in the past with aftermarket one with much smaller pulley diameter.
OEM is about 140mm but this one is like 125mm.
I don't want to know how fast that compressor is being forced to spin at much higher rpm compared to the design spec.....

Considering the potential over revving of compressor and the future services, best replacing the pulley/CL/field coil assy to the correct spec in the future.

Please do not try tensioning the a/c belt any further.
This is at the max limit and any further adjustment will result in bending the adjuster stay.

With OEM belt in use, it's loose but better than when it arrived here.

Due to wrong connector used at the aftermarket compressor, several modifications were done for the field coil control wire in the past.
Can't see in this photo but two more cableties were used to secure it.
Also, the connector tab was damaged so had to secure the wire like this.

Eng loom back into the cabin, all power line connected, coolant tank back in place, etc so pretty much ready to re-connect the battery and start the vacuum leak check on the cooling sys.

After subframe and all four mounts torqued to the spec in specific order, aligned the exh sys and tightened the bolt/nut.

Time to hand crank the engine.