If you've been mentally adding up the dollar amounts to go with all of the upgrades so far, you better break out that trusty calculator. Under the hood, no expense was spared in bringing the very best to this stateside supercar's powerplant. The fully balanced and blueprinted engine receives a massive gust of wind as the GruppeM supercharger draws air from the GruppeM air filter and oversized factory throttle body, connected to an Extrude Hone intake manifold. Dali Racing was called upon to create a custom water-to-air intercooler system and a set of custom solid motor mounts. RM Racing/B&B provided the exhaust manifold to assist the GruppeM version three titanium exhaust system in moving exhaust gases more efficiently, while Comptech adjustable cam gears allow some additional fine-tuning. To cool down, a large capacity aluminum radiator with integrated oil cooler/heat exchanger and remote mounted oil filter were added up front. Overseeing all of the mid-engine action is an AEM management system utilizing wide band 02 sensors. To get the power to the ground, an OS Giken race clutch and flywheel joined by an OS Giken LSD and 4.44:1 ring and pinion set made a home in the JDM (short gear) tranny.
Alex built the cabin to mirror that of the exterior, with an emphasis on functionality using only high quality parts. Bright red Recaro pole position seats with Sabelt six-point harnesses mounted to a Dali Racing harness add safety and increase driver confidence. A Momo Formula steering wheel with Mugen steering boss and NSX-R shifter were added for feel, while a Halon fire extinguisher was mounted for additional safety. In the carbon-fiber enhanced center console, you'll find a Euro head unit and climate control unit just under the JDM navigation pod and rear view camera system. To monitor the vitals, a GruppeM boost gauge was included, as was an instrument cluster from the Euro market.
HT: Is this your first Honda race project or have there been others?Alex: This is my first, though I've been fiddling with cars all my life. I don't think I've ever left a personal driver of mine stock, however they were mostly street cars. The NSX is pretty much what has given me the racing bug.
HT: At this time, is this strictly a track car or does it see some street time as well?Alex: It's still streetable, but just barely. It's a track car 95 percent of the time, not comfortable enough to drive on the street regularly. If I softened the suspension, replaced the brake pads for something a little less aggressive (that wouldn't squeal loud enough to make bystanders cringe) and changed the exhaust to something quieter, then yes, it would still make for an awesome street machine.
HT: What exactly is your relationship with GruppeM Japan?Alex: Mr. Mamoru Ogose, the owner of GruppeM Japan, is a very good friend of mine. We met in Japan during the mid-'90s and found that we had similar personalities and the same meticulous attention to detail. We agreed on the philosophy that NSX parts (or any high-end aftermarket parts for that matter) should be of very high quality and engineering. Ever since then I have helped him introduce his products in the U.S. and establish his name and image. I carry his line of NSX products in the U.S. exclusively through my company AV Motorsport (avmotorsport.com). It is decidedly a low volume company, given the premium pricing of the products, as well as the limited numbers of the automobile itself. If there's anyone interested in GruppeM products they're available and I have most of them installed and track tested on my "rolling catalog" if you will. Most of the GruppeM products consist of carbon-fiber intake systems and exhausts, for high-end automobiles and exotics. I purchased a Ferrari 355 with hopes that I might be able to extend my product line.