Adding a 6mm wheel spacer (for a +29 offset) brings the wheel out flush. Despite what Downforce calls this fender, both front and rear flared fenders increase the effective offset 6mm.
Retaining the black roof and painting the side mirrors black to match the design of the NSX-R really gives our Grand Prix White car a nice, aggressive contrast. Diamond Hills Collision Center did a great job on the paint.
I really like the proportions of the larger Downforce USA side scoops when combined with the wider fenders. They aren’t too wide and give the car a nice, modern, aggressive stance. It’s hard to think that this NSX facelift is nearly 20 years old, and the car itself is 30 years old! It does not look like it when compared to a new C8 Corvette.
The C8 is a fun car and I’m really glad to see it as a mid-engine. However, you can’t beat the NSX’s outward visibility.
The NSX-R style painted headlights really bring the front end of the car together. Euroboutique did a great job on them.
Overall, we are ecstatic with the result. From the mildly flared Downforce fenders and 18/19 wheels, to the massive 14” Performance Friction brakes peeking through the spokes, to the larger carbon side scoops, to the 2002 facelift conversion and NSX-R hood and wing; our NSX now has a far more athletic stance than an NSX-R and I think looks even better.
Stay tuned for future installments of Project NSX. There are exciting things coming down the pipeline on the way to turning our car into one of the most advanced NSXs ever made, capable of supercar lap times on track. Stay tuned!
13 comments
Amazing work, Billy!
Thanks James!
Epic finish. Love this project
Did performance friction discontinue their big brake kits?
I could probably get them make a few if a couple people get together and want to order a set.
Can I get updates?
Soon!
Amazing looking. Why not just run 18s front and rear though? The 19s look massive on such a small car.
Looks are subjective but NSXs look great with a diameter stagger. Plus, there are better tire options in 19″ for the rear.
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?
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!
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.
I grew up and learned to drive Ortega Hwy. I’ve never eaten there but will have to try that sometime!