1992 Acura Nsx Turbo on 2040-cars
Catlett, Virginia, United States
Professionally built Single Turbo NSX with a brand new refreshed/semi-built engine that easily keeps up with modern
supercars. The car drives perfect like its stock when cruising around town (AC and Heat still work perfect), for
all the other times you want to have fun, there is 520HP at your feet. After putting a Turbo on my NSX and
experiencing the thrill of it, there is zero chance I would ever go back to a stock NSX. Well over $35,000+
invested into my NSX, plus years of priceless love and attention. Car has only been driven less than 1K miles since
the refreshed/semi-built engine and turbo was completed. No acciedents / Original Paint / Matching #s / Garage
Kept.
Engine Upgrades:
AP-X Single Turbo system
AEM Infinity 506 EMS/ECU
Tuned by BlackBox Tuning
T67 Turbo
46mm Wastegate
HKS SSQV BOV (Stainless Steal Flange)
Turbo Y-Pipe
Stainless steel bead rolled charge pipes
Stainless steel wastegate dump tube
Stainless braided oil lines
Oil feed and drain fittings
APX dual exhaust system
Air Intake piping
Air/Air Intercooler
AEM Pressure Sensors
AIT Sensor
AEM 50/50 Water/Methanol injection
550cc Injectors
Koyo aluminum Radiator
Engine/Block Build:
95-99 SOS Headers
New upgraded ARP Head Studs
All new 6 pistons
New heads, valves, ex guides
Complete valve job, new stem seals
All new Bearings/Mains, Rods, gaskets, Orings, intake gaskets, Valve Cover sets, coolant
R&R Cylinder Heads
MICRO Mirror Polish Crank
Competition Valve Job, resurfaced
Deck and cleaned block
Blueprint engine
TimeSert block
Upgraded .040 HD Cometic Head Gaskets
Engine Balanced
New Oil Pump
New bearings
New thrust washers
New OEM Honda piston rings
Upgraded heat range 7 spark plugs
Walbro 255 Fuel Pump
Ptuning vacuum line box
SOS Aluminum Coolant Tank
BBK Double X-Cross Strut Bars
Transmission:
Completely gone through and rebuilt with new parts
SOS Sport 350 clutch and flywheel
New OEM Acura 5 Speed Transmission Case Set
New Manual Transaxle
New Main Shaft Bearing (Clutch Side)
New Counter Shaft Bearing
New Main Shaft Bearing
REDLINE MTL Trans Fluid
Brakes:
New Cross Drilled and Slotted Rotors
New Hawk Pads
Formula Red painted calipers
Interior:
Two toned new leather perforated Red/Black stock seats
SOS ProFormance Complete Audiophile Stereo System - Stage 1
o Hertz Energy ECX 165 6.5" Coaxial Speakers (spec sheet)
o ScienceofSpeed Door Speaker Mounting Panel Kit
o Hertz HCP4 4 channel 380W amplifier
o ScienceofSpeed composite subwoofer enclosure
o Hertz ES 250 10" Woofer (spec sheet)
o Hushmat Ultra sound barrier sheets
o ScienceofSpeed Trunk Amplifier Mounting Panel Kit
o premium Hertz amplifier power kit
o premium Hertz RCA interconnect kit
o premium Hertz speaker cable
MOMO Quark two toned steering wheel
NRG Steering Wheel Short hub + Gen 2.0 Quick Release
Kenwood double din touchscreen
AEM Air/Fuel digital gauge
AEM TruBoost digital gauge
Skunk2 weighted shift knob
Exterior:
Work Meister S2R 17x8 / 18x10 (Two toned powdercoated)
o Satin black face / Gloss black lip
o Continental Extreme Contact Tires
o 215/40/17
o 275/35/18
Full 5-Piece Wings West Body Kit
Carbon Fiber Side skirt splitters
Seibon NSX-R Carbon Fiber Spoiler
BC Racing BR Coilovers
SWIFT Springs upgrade
6000K HID Low Beams
LED Corner Lights
Viper 2-way 5901 alarm
Acura NSX for Sale
1996 acura nsx(US $37,800.00)
1995 acura nsx(US $11,680.00)
Clear or rebuilt(US $35,000.00)
1993 acura nsx(US $25,000.00)
1992 acura nsx(US $27,500.00)
2002 acura nsx(US $29,700.00)
Auto Services in Virginia
Whitten Brothers of Ashland ★★★★★
Valley BMW ★★★★★
Thurston Spring Service ★★★★★
Standard Parts Corp ★★★★★
Soundworks Mobile Audio ★★★★★
Settle Tire Company ★★★★★
Auto blog
Acura shows off RDX accessories and 2020 NSX at SEMA
Tue, Nov 5 2019Following its successful season on the track, Acura speeds to SEMA to showcase a range of performance and race vehicles as well as a new line of concept A-Spec and Acura-branded accessories. Also on the luxury divisions stand will be the Type S Concept sedan and the 2020 NSX, both unveiled in Monterey Car Week in August, the latter wearing the classic Indy Yellow Pearl exterior paint. Acura will show off its accessories on a 2020 RDX. Carbon fiber is the name of the game for its concept A-Spec treatment, used on the grille surround and on the lower front fascia, lower side sill, rear diffuser, lower doors and side mirror caps. ThereΒs also a dark chrome theme on the rear Acura badge and A-Spec emblems. A-Spec is offered as a sport appearance trim on the RDX and is supposed to be part of all core Acura models in the future, so weΒll see whether this ΒconceptΒ A-Spec packages eventually makes it way, whole or in part, to future variants. NSX GT3 Evo To Compete Globally in 2019 View 5 Photos The Acura Genuine Accessories to be shown on the same RDX, by contrast, are available IRL and include roof rails and crossbars, replete with a fork-mount bike attachment, 20-inch wheels with a custom dark tint finish, black lug nuts, black chrome emblems, a carbon-wrapped tailgate accent, illuminated A-Spec trim on the door sills and A-Spec carpet floor mats. ItΒs topped with a Thule cargo box. The 2020 NSX will wear the Indy Yellow Pearl color in homage to the old Spa Yellow, one of two yellow paints offered with the first-generation version of the supercar and a favorite among collectors. It joins two generations of championship-winning NSX cars: the 1990 pre-production model driven by Hall of Famer Peter Cunningham to 14 wins and 26 podium finishes between 1991 and 2002, and the NSX GT3 Evo that has won multiple IMSA and SRO races. The carbon fiber-bodied supercar with custom-designed livery is offered for sale globally for around $525,000, Acura says.
A car writer's year in new vehicles [w/video]
Thu, Dec 18 2014Christmas is only a week away. The New Year is just around the corner. As 2014 draws to a close, I'm not the only one taking stock of the year that's we're almost shut of. Depending on who you are or what you do, the end of the year can bring to mind tax bills, school semesters or scheduling dental appointments. For me, for the last eight or nine years, at least a small part of this transitory time is occupied with recalling the cars I've driven over the preceding 12 months. Since I started writing about and reviewing cars in 2006, I've done an uneven job of tracking every vehicle I've been in, each year. Last year I made a resolution to be better about it, and the result is a spreadsheet with model names, dates, notes and some basic facts and figures. Armed with this basic data and a yen for year-end stories, I figured it would be interesting to parse the figures and quantify my year in cars in a way I'd never done before. The results are, well, they're a little bizarre, honestly. And I think they'll affect how I approach this gig in 2015. {C} My tally for the year is 68 cars, as of this writing. Before the calendar flips to 2015 it'll be as high as 73. Let me give you a tiny bit of background about how automotive journalists typically get cars to test. There are basically two pools of vehicles I drive on a regular basis: media fleet vehicles and those available on "first drive" programs. The latter group is pretty self-explanatory. Journalists are gathered in one location (sometimes local, sometimes far-flung) with a new model(s), there's usually a day of driving, then we report back to you with our impressions. Media fleet vehicles are different. These are distributed to publications and individual journalists far and wide, and the test period goes from a few days to a week or more. Whereas first drives almost always result in a piece of review content, fleet loans only sometimes do. Other times they serve to give context about brands, segments, technology and the like, to editors and writers. So, adding up the loans I've had out of the press fleet and things I've driven at events, my tally for the year is 68 cars, as of this writing. Before the calendar flips to 2015, it'll be as high as 73. At one of the buff books like Car and Driver or Motor Trend, reviewers might rotate through five cars a week, or more. I know that number sounds high, but as best I can tell, it's pretty average for the full-time professionals in this business.
2019 Acura RDX First Drive Review | Boringness banished
Thu, May 31 2018WHISTLER, B.C. Things have come full circle for the Acura RDX. The compact crossover launched in 2007 with an all-new turbocharged four-cylinder engine and an all-wheel-drive system that was sophisticated enough for the brand to affix the Super Handling designation to it. It was a fun, sporty vehicle in a sea of boring competitors, and we liked it enough to write a eulogy of sorts when the second-generation RDX ditched the fun turbo engine in favor of a V6, and dumbed down its optional all-wheel system so much that they dropped the Super Handling name. Acura's mainstreaming of the RDX for its second generation turned out to be a smart play. Sales jumped 94 percent in 2012, the first year that the redesigned RDX went on sale, leapt another 50 percent the following year, and have stayed over the 50,000 mark for the past three years. It may sound surprising, then, that Acura is flipping the playbook back a few pages by swapping its V6 engine back to a turbo four and reinstalling Super Handling All-Wheel Drive. We think it's a smart move. The 2019 RDX is both sportier and more upscale than the model it replaces. It does more than just check boxes. It's interesting, boasts some cool technology, and offers a strong value proposition. The 2019 RDX's all-new 2.0-liter turbocharged four-cylinder engine delivers 272 horsepower and 280 pound-feet of torque. That's down a negligible seven ponies from the old 3.5-liter V6, but up 28 lb-ft, and it's tuned to provide the bulk of that torque in the heart of its powerband Β peak torque plateaus between 1,600 and 4,500 rpm. An equally all-new 10-speed automatic transmission sends that power to either the front wheels, or, as was the case with the vehicles we tested, all four wheels. Jumping into a 2019 RDX for the first time, our main powertrain concern was that the 10-speed automatic would generate a ton of unnecessary, and distracting, shifts. This proved to be an unfounded fear. The gearbox does shift quite often under hard acceleration, but does so quickly and without any undue jerkiness. The sheer number of gearing options Β the old six-speed auto had a 68 percent narrower spread of ratios Β and the torque-rich engine combined to provide excellent straight-line acceleration in any real-world driving scenario we could conjure. The rest of the time we didn't really think about the transmission at all. We did, however, lament the push-button transmission interface.