WOW,
What's the 0 to 60?
What kind of power to weight ratio does it have?
What's the 0 to 60?
What kind of power to weight ratio does it have?
The World’s Most Powerful Acura NSX is Here!
- Thread starter Cody@LoveFab
- Start date
Figuring 1,050 HP and 2800lb curb weight, we end up with 2.66 lbs/HP.
We are always striving to improve our 0-60 times, but so far we are somewhere south of 3 seconds.
We are always striving to improve our 0-60 times, but so far we are somewhere south of 3 seconds.
- Joined
- 22 September 2005
- Messages
- 1,215
Really. I was always under the impression that anything less than direct drive will show higher numbers than usual. Hence gear reduction = torque multiplication.
I spoke with Cody Loveland yesterday and he is planning to be at CGI Motorsports July 21st High Performance Drivers School at GingerMan Raceway. This is a central location in the Midwest to to catch an up close look at Cody's newest turbo setup. He is also planning on bringing his 900+ horsepower NSX. And to make your day complete, we still have a few spots available if you would like to participate in our track day event (more details at www.cgimotorsports.com). Of course you don't have to register for our event to see Cody's cars in action. As many of you know, GingerMan is a fun track to drive and a good venue for spectators.
The bar has been raised! The LoveFab NSX put down 920 HP and 641 ft/lbs of torque to the rear tires last week. This astonishing feat was accomplished by pushing more than 30 PSI of boost to the engine utilizing a custom LoveFab GT45R turbo system. We would have continued higher, but unfortunately ran out of race gas before we could truly max out the setup. We plan on re-fueling and heading back to the dyno when the schedule relaxes within the next month or so to break more records!
In the meantime, we’ve been enjoying the car locally while detuned to “just” 620 WHP. The car is running absolutely awesome after the grueling dyno session. We have a few track events coming up and we will try to get some good video.
I’d like to note the engine has over 20,000 boosted miles which include countless road and drag race events, high boost development testing on the street, and many hours worth of abusive dyno sessions. We continue to perform durability testing on our own cars so our customers don’t have to.
I would like to thank Devin Pearce and the rest of the guys at AEM for providing such great support and for their amazing engine management systems, gauges, and electronics. I’d also like to thank Rob at RPS for making such incredible clutch products and for all the fantastic service! Thank you TiAL Sport for the awesome turbo and accessories! One last thanks goes out to Jim Elkins from Elkins Engines for overseeing the most durable engine build anyone could ever ask for.
Untill then, cheers!
We just returned from testing all weekend at Gingerman Raceway. Saturday was spent in the rain, which was great for testing and learning the limit of the cars, but not much fun for spectating. Sunday was extremely muggy but thankfully mostly dry.
First we tested our 1995 with the new Air-Air Budget kit installed and that performed absolutely wonderfully. Throttle response was incredible with no perceptible lag present whatsoever. We had driven this car to the track and trailered the 1992 down, but due to the 4.55R&P exploding, we had to call it a weekend for the 1995. This put some pressure on us to NOT break the 1992, as that would now have to be driven home.
Next up was 1992 testing. The car was extremely controllable in the wet conditions. The speeds were relatively low due to 3" of standing water in some sections of the track, but the fun factor was through the roof. No issues to report on Saturday except for excessive drifting and a warning from the officials to straighten it out. What else is there to do when the track is a giant slip and slide?
Sunday came and so did the sunshine. The first session was plagued by some slight misfiring issues due to wet rear coils. After an hour of baking in the sun, the rest of the sessions were relatively trouble-free. The coolant temps spiked during cool-down laps(less airflow to the radiator) and the brakes got a bit soft toward the end of the stints. The car definitely needs R compound tires, as I felt I was pushing about 6/10’s what I know it's capable of. After 122 miles of hard track abuse we drove the 1992 185 miles home and averaged 25mpg!
I just want to thank AEM, RPS Clutches, Jim Elkins, and TiAL for awesome products and support!
Enough babble, here are pictures and a video.
My wife was passenger and couldn't contain herself from giggling, our appologies
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First we tested our 1995 with the new Air-Air Budget kit installed and that performed absolutely wonderfully. Throttle response was incredible with no perceptible lag present whatsoever. We had driven this car to the track and trailered the 1992 down, but due to the 4.55R&P exploding, we had to call it a weekend for the 1995. This put some pressure on us to NOT break the 1992, as that would now have to be driven home.
Next up was 1992 testing. The car was extremely controllable in the wet conditions. The speeds were relatively low due to 3" of standing water in some sections of the track, but the fun factor was through the roof. No issues to report on Saturday except for excessive drifting and a warning from the officials to straighten it out. What else is there to do when the track is a giant slip and slide?
Sunday came and so did the sunshine. The first session was plagued by some slight misfiring issues due to wet rear coils. After an hour of baking in the sun, the rest of the sessions were relatively trouble-free. The coolant temps spiked during cool-down laps(less airflow to the radiator) and the brakes got a bit soft toward the end of the stints. The car definitely needs R compound tires, as I felt I was pushing about 6/10’s what I know it's capable of. After 122 miles of hard track abuse we drove the 1992 185 miles home and averaged 25mpg!
I just want to thank AEM, RPS Clutches, Jim Elkins, and TiAL for awesome products and support!
Enough babble, here are pictures and a video.
My wife was passenger and couldn't contain herself from giggling, our appologies
<object width="425" height="344"><param name="movie" value="http://www.youtube.com/v/F7dWmQwBeo4&hl=en&fs=1"></param><param name="allowFullScreen" value="true"></param><embed src="http://www.youtube.com/v/F7dWmQwBeo4&hl=en&fs=1" type="application/x-shockwave-flash" allowfullscreen="true" width="425" height="344"></embed></object>
I just wanted to thank Cody for the ride he gave me in his beast of an NSX! I stopped by Gingerman Friday when things were still dry and got a schooling on what real acceleration is all about!
That car defies description and can only be truly appreciated by taking a ride. It is a tribute to what the NSX is capable of. Hats off to an incredible project!
That car defies description and can only be truly appreciated by taking a ride. It is a tribute to what the NSX is capable of. Hats off to an incredible project!
Hey Cody, is that a diffuser on the back of the '92? I guess I didn't notice it on the older pics, but something is there.. just curious. Also, you are using your new twin slave setup with the brakes aren't you? How do you feel that is working out? And last question.. what size tire do you have stuffed back there on the '92?
It was my pleasure Glenn! I wish we could've taken you out on the track and really shown you what these great machines are capable of.
Momin - yes I built the diffuser a few years ago. I usually don't run it on the street, it's a bit much for even the smallest driveway.
The twin-slave setup has been working great! If I had a better way to cool the calipers I don't think I'd have any fade whatsoever. However, this is related to the caliper/rotor setup more than the pedal setup.
I was able to fit 315/30/18 rear tires without any rubbing whatsoever. They also fit on the 1995 with the stock struts. If I were able to play with offsets, I could easily fit another inch of rubber in there!
Momin - yes I built the diffuser a few years ago. I usually don't run it on the street, it's a bit much for even the smallest driveway.
The twin-slave setup has been working great! If I had a better way to cool the calipers I don't think I'd have any fade whatsoever. However, this is related to the caliper/rotor setup more than the pedal setup.
I was able to fit 315/30/18 rear tires without any rubbing whatsoever. They also fit on the 1995 with the stock struts. If I were able to play with offsets, I could easily fit another inch of rubber in there!
I just wanted to thank Cody for the ride he gave me in his beast of an NSX! I stopped by Gingerman Friday when things were still dry and got a schooling on what real acceleration is all about!
I was there on Sunday and was also given a ride. Woody's description is right on, beyond description!!!
Just curious, if you would sell that beast now how much would you want for it?
As it sits, $60k firm. Once I finish and clean some things up, $70k. Interested? PM me!
I was in this Beast yesterday and all I have to say is Holy Sh*t!!!
It is too fast to put into words.
Most Certainly the fastest car or bike I have been in/on.
It is too fast to put into words.
Most Certainly the fastest car or bike I have been in/on.
- Joined
- 24 July 2008
- Messages
- 7
Did this car have a GT42R on it before?
Yes, the car had a GT4294R which we maxed out at 770whp with the same Mustang dyno that we used for this test.
Hey guys,
The car is running great!
Thought I'd let you know that it's up for sale, PM me if you're interested. I'm compiling information and I'll be posting an official F/S thread within a few days.
The car is running great!
Thought I'd let you know that it's up for sale, PM me if you're interested. I'm compiling information and I'll be posting an official F/S thread within a few days.
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