The 1991-2001 NSX has a Coefficient of Drag (Cd) of 0.32, while the 2002+ models have a slipperier 0.30 Cd.  The NSX-R is a little draggier at 0.34 Cd due to the vented hood and wing generating 32kg of front downforce and 5kg of rear downforce.  Multiplying the Cd x the NSX’s small 1.78 m^2 frontal area = the Coefficient of Drag Area (CDA) which is the most important and big-picture figure.

This gives the 91-01 NSX a 0.57 CDA, the 02+ NSX a 0.53 CDA, and the NSX-R a 0.60 CDA.  By comparison:

2002+ Honda NSX – 1.78 m^2 x 0.30 Cd = 0.53 CDA

1991-2001 Honda NSX – 1.78 m^2 x 0.32 Cd = 0.57 CDA

Porsche 996 GT3 RS – 1.94 m^2 x 0.30 Cd = 0.58 CDA +19kg -26kg

Porsche 997 Carrera S – 2.02 m^2 x 0.29 Cd = 0.59 CDA +24kg +14kg

Porsche 997 Turbo – 2.04 m^2 x 0.29 Cd = 0.59 CDA +9kg -12kg

Chevrolet C6 Coupe – 2.0 M^2 x 0.29 Cd = 0.59 CDA +54kg +28kg

2002+ Honda NSX-R – 1.78 m^2 x 0.34 Cd = 0.60 CDA -32kg -5kg

Porsche GT2 – 1.9m^2 x 0.32Cd = 0.61 CDA

Koenigsegg CCR – 1.86 m^2 x 0.35Cd = 0.64 CDA  -13kg +11kg

Chevrolet C6 Z06 – 2.1 m^2 x 0.308 Cd = 0.647 CDA +49kg +22kg

Ferrari 360 Modena – 1.906 m^2 x 0.34Cd = 0.65 CDA

Porsche 997.1 GT3 – 2.04 m^2 x 0.32 Cd = 0.66 CDA -15kg -19kg

Chevrolet C6 ZR1 – 2.059 m^2 x 0.32 Cd = 0.66 CDA +39kg +14kg

Ferrari F430 Scuderia – 2.02 m^2 x 0.33 Cd = 0.66 CDA ? +4kg

Ferrari 575 Maranello – 2.09 m^2 x 0.32 Cd = 0.66 CDA +61kg +40kg

Lamborghini Gallardo LP560-4 – 1.93 m^2 x 0.35 Cd = 0.67 CDA -4kg +37kg

2006 Ford GT – 1.92 m^2 x 0.35Cd = 0.67 CDA -44kg -2kg

Lexus IS-F – 2.2m^2 x 0.30 Cd = 0.67 CDA +31kg +7kg

BMW E46 M3 CSL – 2.07 m^2 x 0.33 Cd = 0.68 CDA +1kg +10kg

Porsche 997 GT3 RS – 2.08 m^2 x 0.33 Cd = 0.69 CDA -11kg -49kg

Mercedes C63 AMG – 2.18 m^2 x 0.32 Cd = 0.69 CDA +35kg +42kg

Ferrari 458 Italia – 2.02 m^2 x 0.34 Cd = 0.69 CDA +32kg -31kg

Ferrari F430 – 2.04 m^2 x 0.34 Cd = 0.70 CDA +11kg +6kg

BMW E92 M3 – 2.17 m^2 x 0.33 Cd = 0.71 CDA +10kg +23kg

Nissan GTR – 2.3 m^2 x 0.31 Cd = 0.71 CDA +3kg -8kg

Porsche Carrera GT – 1.95 m^2 x 0.37Cd = 0.72 CDA -49kg -40kg

Audi R8 V10 – 2.024 m^2 x 0.36Cd = 0.72 CDA +23kg -3kg

Pagani Zonda F – 2.08 m^2 x 0.36 Cd = 0.74 CDA -1kg -25kg

Mercedes SLR – 2.07m^2 x 0.37 Cd = 0.77 CDA -19kg -35kg

To kick off the conversion, Euroboutique disassembled a pair of brand new 2002+ fixed headlamps and upgraded them to eliminate the common headlight ‘bounce’.  The factory gun metal grey headlight housings really don’t match the rest of the car, so we had them painted Grand Prix White to match the design of an NSX-R.

### 13 comments

1. James says:

Amazing work, Billy!

1. Billy Johnson says:

Thanks James!

2. billy nolden says:

Epic finish. Love this project

3. Gettingoldercarguy says:

Did performance friction discontinue their big brake kits?

1. Billy Johnson says:

I could probably get them make a few if a couple people get together and want to order a set.

1. Billy Johnson says:

Soon!

4. Rob Evans says:

Amazing looking. Why not just run 18s front and rear though? The 19s look massive on such a small car.

1. Billy Johnson says:

Looks are subjective but NSXs look great with a diameter stagger. Plus, there are better tire options in 19″ for the rear.

5. Robert Chatman 300k mile NA1 S/C E85 NSX says:

Great job Billy and those involved with the project!

I have close to 300k miles on my CTSC E85’d 91, but I think I’ll keep her and consider an update instead of saving up for the NC1.

Why turbo vs. s/c?

1. Billy Johnson says:

Thank you, and it’s great to hear your NSX is being driven!

It’s pretty difficult to get air intake temps under control on supercharged NSXs during continuous use on road courses, plus that’s a lot of weight at nearly the highest part of the car -hurting the car’s center of gravity and handling. They are easy to install and improve the car’s torque and are GREAT on the street, but for this project, a turbo is a better route:

I’ve always been a turbo guy and the first NSX i’ve ever driven was turbocharged and made 500whp. Turbos are far more complex to install but there is so much more you can do with them. Many are done poorly with sub-par turbo sizing, engineering, components, and tuning. But when done right, they are incredible. I’m taking what was learned on the record-setting FXMD NSX Time Attack car, and pulling from world-class motorsports engineering to make the most advanced turbocharged NSX ever made. Stay tuned!

6. David says:

Hey, it’s cool you went to the Lookout Roadhouse above Lake Elsinore! My wife and I go there all the time for breakfast. Great view of the area from up on the moutains! They’ve made it through the pandemic, but barely.

1. Billy Johnson says:

I grew up and learned to drive Ortega Hwy. I’ve never eaten there but will have to try that sometime!