Project NSX: Part 8 – 2002 Facelift and Widebody

We decided to try out a 18/19 wheel stagger due to the limited (and decreasing) tire options in the common 17/18 tire configurations.

Up front are brand new 10-spoke Advan Racing RS-II wheels from Mackin Industries.  These wheels feature a high-quality casting and flow-formed rim/barrel shaping.  The wheels are 18 x 8.5 +51 offset combined with 12mm wheel spacers to clear the brakes.  Due to the design of the wheel, a proper +39 offset would not clear our massive Performance Friction calipers, so we had to run a higher offset and a spacer.  We wrapped the wheels in 235/40-18 Nitto NT05 tires.

The choice to go with wider fenders was not just for looks, but out of necessity and functionality.  There are not many good tire options out there for the NSX, and the amount of options is dwindling over the years.  There are plenty of modern performance tires in 225/40-18 and 235/40-18 sizing.  We are going to explore how this larger size performs and what’s necessary to make them work on a daily basis.

Out back are 19 x 10 +35 offset Advan Racing RS-II wheels and a 6mm spacer.  This gives us an effective offset of +29.  The rear wheels are wrapped in 275/35-19 Nitto NT05 tires.

The massive 14” Performance Friction Monobloc Multi-pad calipers and custom Brembo e-brake really look good behind the new wheels.  The separated e-brake and large caliper visually brings the NSX into the modern era when it comes to stopping power.

The Downforce USA front and rear flares turned out awesome.  They have an OEM look that is subtly larger and makes the car look more aggressive.  The rear wheels have a +35 offset in this image, which is perfectly flush for the OEM fender but requiring a spacer to fill out the new fender’s increased width.

From the right angle, the new fender flares really pop.  This is still a 19×10 +35 rear offset.


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

  1. 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. 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!

  2. 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.

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