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Acura NSX Twin Turbo System

The Cartech NSX Twin Turbo system defines engineering, sophistication and value for the NSX performance enthusiast!!!

The essence of quality is the ability to function well and maintain an attractive appearance for many years. The details of quality follow from material selection, craftsmanship, choice of turbocharger, surface coatings, silicone hoses, fit and finish. We would be delighted to have any quality aspect of our system compared in detail with that of any other system.

The Cartech system features:

  • Stainless steel construction on all hot components
  • All intake items are powder coated
  • No body work modifications are required
  • Quality instructional manual and service after the sale as well.

 The CarTech NSX twin turbo system includes:

  • Garrett GT28R53 ball bearing turbos with internal wastegates  (2) (upgradable to GT28R60) 
  • 2 1/2" T304 stainless turbine inlet pipes (ceramic coating optional)
  • 2 1/2" T304 stainless turbine outlet pipes (ceramic coating optional)
  • 3"x8"x9" Bar-Plate Intercoolers (2)
  • 2 1/2" compressor inlet piping (powder coated)
  • 1 3/4" compressor outlet and intercooler piping (powder coated)
  • 3" intercooler merge pipe (powder coated)
  • Bosch anti-surge valve
  • Silicon Intercooler Hose
  • Oil feed system
  • Oil recovery system (pump, restrictors, tank, fittings, lines)
  • All Hardware and Fittings for Installation
  • AEM EMS (OBD I) and MSL AEM EMS (OBD II) with six 440cc./hr. injectors
  • Air Filters

CarTech FAQ

If one is not an expert in turbocharging and other performance systems, a guide to valuable aspects and their respective significance is a handy tool.  For example, a water injector is disastrous and fuel controls are crucial.

Any performance system has many areas that need consideration before a judgment can be made about the quality of it's design.  These individual areas are: power, safety, response, quality, fun, economy, durability and price. These items are discussed below.

In our experience, three features need to be controlled to create safe power:

  • Temperature of the air entering the engine ("the charge temperature")
  • Correct air fuel ratio under all operating conditions
  • Margins of safety on performance (e.g. detonation, misfire, pre-ignition, etc.)

Why the Turbo?
Turbo machinery science has advanced to a performance and durability level approximately 30 years ahead of any form of supercharging. The turbine uses otherwise wasted heat and pressure energy to drive the compressor wheel. Additionally, the turbocharger can change speed relative to the engine independently.  

Charge Cooling
Heat leads to detonation and detonation leads to engine damage. Therefore, charge cooling is one of the most urgent requirements to a successful system. The extreme need for high quality charge cooling has been met by Cartech. No others have tried.

It is common in today's advertising to state that a supercharger does not need an intercooler, whereas turbos do. This claim is completely false. There does not exist a supercharger that is more thermally efficient than a turbocharger. Aside from axial compressors, the turbo is the highest efficiency air pump presently known to man.

The Cartech system has intercooling, and no other system does. The net result is the Cartech system returns the compressed air temperature to approximately 15*F above ambient. The temperature rise from any other system will be in excess of six times as great.

Air/Fuel Ratios
Supplying fuel and air in proper ratios when under boost has proven to be the most difficult facet of turbo/supercharging.  We have solved this problem on the OBDI application by utilizing the latest "plug and play" engine management system from AEM and six 440cc injectors.  On the OBDII application, we retard the timing tables in the factory ECU and utilize a Greddy Rebic IV injector controller for two 30lbs./hr. supplemental injectors. The Cartech system will keep the air/fuel ratios correct under all conditions.

Margin of Safety
The Cartech NSX System offers complete margin of safety under all conditions.

Clearly a system that delivers performance as advertised must have a margin of safety. This margin refers to the boost pressure at which detonation will occur relative to the advertised boost setting. If a system runs 7 psi boost and will not encounter detonation until 9 psi, the margin is 2 psi. If it does not have a margin, it cannot be operated as advertised. The margin is created by the heat and fuel controls designed into the system, versus the boost at which it operates.  

A truly fun car to drive must have a specific set of combination of features and parameters. Power and smooth drivability are two of these. Cartech's NSX systems delivers outstanding power and smoothness. When discussing drivability of a turbo/supercharged engine, early boost response is commonly viewed as critical. Low speed boost capability is also an indication of the systems response in normal driving rpm ranges. The fallacy stating that superchargers produce more low end boost than turbochargers is quite popular. This is clearly not the case. The reason turbos gain boost faster than Paxton style blowers is simply that they can change speeds relative to the crank shaft. A turbo can change speed from 5,000 rpm to 75,000 rpm without changing engine speed. At a constant engine speed, a supercharger cannot change 1 rpm.  

Although perhaps of lesser importance, any turbo system will effect economy less than any supercharger system. The supercharger system suffers the power loss of always driving the blower, even when boost is not wanted. The loss is called a parasitic loss. The new turbo in the Cartech system has the interesting characteristic of far less back pressure in the exhaust than any turbo. The Cartech system will thus have the least effect on economy.

Fun is also a function of power.  The power output of our twin turbo is 370 whp and 275 lbs./ft. of torque on an OBD II application. On the OBD I application where the AEM EMS is used, power levels approach 400whp. Fun is also a function of smooth drivability.  Our system does not change the stock drivability quality of the NSX.

Low End And Mid Range Torque
The Cartech system will make more boost at just 3000 rpm than the Paxton/Vortech style can at 7000 rpm. A simple calculation can show that the Cartech system can accelerate as hard in 4th gear at 3000 rpm as the Paxton/Vortech based unit can in 3rd gear at any rpm. It is reasonable to suggest that the low end and mid-range torque superiority of the Cartech system is not just somewhat better, but orders of magnitude better.

Conclusion: The Cartech turbo system will offer a greater degree of fun than any other form or brand of power improvement system. We feel it is fair to suggest that more automotive fun than a Cartech Twin Turbo equipped Acura NSX is virtually impossible to find.

On road performance as measured by the Varicom  VC-200 yielded the following data:

  Cartech Twin Turbo (Aerodyne System) Stock
Power: bhp 390 270
Torque: lb-ft 305 225
0 to 60 mph (seconds) 4.4 to 4.8 5.9
1/4 Mile (seconds) 12.8 14.4
Velocity 113 99.0

These performance numbers were recorded with a stock engine.  One of Cartech's design objectives was to provide substantial performance with an unmodified engine. Although our objective was clearly achieved, we were mindful of those that want greater performance than the stock engine provides. Thus, the design we created is expandable in the performance envelope to provide virtually any power rating consistent with engine preparation.