TouringSpec Blog

So yeah… I said it out loud: 700 hp NA1 NSX. Which is basically taking stock power and multiplying it by “bad decisions.” This is not a bolt-ons-and-vibes plan. If I’m serious, it’s twin turbo, E85, real tuning, and the engine has to come apart because the factory bottom end isn’t going to smile through that kind of torque.

But I’m also not pretending I’m finishing this build in a neat, cinematic timeline. I’m doing the normal-person version: pick a direction, buy the core pieces, then disappear for a while.

The core plan (keeping it realistic — not buying everything at once)

If I’m chasing 700 the “clean” way, the smartest move is a complete twin-turbo system that already has the big stuff engineered—manifolds, turbos, intercooler, piping, all of it designed to fit and work together.

Then it becomes the not-fun-but-necessary list:

• Standalone ECU (because the tune is literally the difference between “fast” and “engine noise followed by silence”)
• Fuel system built for E85 (pumps, injectors, rails—everything sized for real flow)
• Forged internals (pistons and rods) so the engine can actually live under boost

That’s the “this could be reliable” starter pack. Everything else is optional until it’s running, tuned, and not trying to melt itself.

The stuff that will bite you if you ignore it

Here’s what I’m keeping in the back of my mind because early NSX builds always have that moment:

• the chassis is light and the car is sharp, so once you add real power, it can get spicy fast if the alignment/suspension isn’t sorted
• early cars have known drivetrain quirks, and I’m not trying to discover them at full boost
• once you start pushing big numbers, you’re also signing up for heat management, traction issues, and “why does this rattle now?” moments

Where I’m stopping (because this is real life)

I’m not ordering every part at once. I’m focusing on:

1. locking in the turbo system
2. getting the ECU + fuel plan right
3. deciding when I’m ready to open the engine

Next update will happen when parts are actually in my garage… or when I stop looking at turbo prices late at night and start acting like an adult again.

I’ve always liked the ’91 Legend because it’s low-key cool. Clean lines, underrated chassis, and it’s got that “Honda tried to out-German the Germans” energy. But I’m not gonna lie—my goal for this car is slightly unhinged: 350 hp.

TouringSpec basically says the quiet part out loud: 350 hp on the naturally aspirated C30A is extremely ambitious and realistically pushes you into either serious internal engine work or forced induction. TOURING-SPEC-ACURA-LEGEND

So yeah… I’m choosing the realistic route.

The plan (I’m only picking a few key things right now)

I’m not buying the whole manifest and pretending the car will be “done” in a month. I just want to start the project the way normal people do: get the foundation in place and leave the rest for “later.”

What I’m actually starting with:

• Standalone ECU (AEM) — because if I’m adding boost (or even doing high-level NA stuff), I need real tuning control. TOURING-SPEC-ACURA-LEGEND
• Fuel system upgrade (bigger injectors + pump like a Walbro 450) — because running lean is a great way to end the build early. TOURING-SPEC-ACURA-LEGEND
• Stage 2 clutch — TouringSpec says the stock clutch won’t last once torque climbs, which is… fair. TOURING-SPEC-ACURA-LEGEND

That’s my “buy it now” list. Short. Manageable. Still lets me drive the car.

The “maybe” part (where builds usually pause)

The doc mentions a Jackson Racing / custom centrifugal supercharger as the most realistic path to 350 hp on the C30A—assuming you can actually source or adapt one. TOURING-SPEC-ACURA-LEGEND
And that’s exactly why I’m not committing to it today. I want the ECU + fuel + clutch sorted first, then I’ll decide how deep I’m going once I see what’s available and what the car needs.

Quick reality check before I disappear for a while

TouringSpec also calls out the usual stuff:

• stock suspension is soft and understeery, so coilovers and bracing matter if I want it to feel “performance” TOURING-SPEC-ACURA-LEGEND
• and if boost gets aggressive, stock rods and cooling become “pay attention” items TOURING-SPEC-ACURA-LEGEND

But for now? I’m starting where it counts: management + fuel + clutch. I’ll post again when I’ve got parts in hand… or when I randomly find a rare supercharger kit at 2 a.m. and make bad decisions

So I love the G60 vibe. Corrado looks right, sounds right, and the whole weird-supercharger-era thing is part of the charm. But TouringSpec says it plainly: 450 hp on the stock G60 is basically impractical because the G-Lader just isn’t built for that life. TOURING-SPEC-VW-CORRADO

So if I’m being honest (and trying not to build a permanent driveway ornament), the move is the classic: swap to a 1.8T and build from there. TouringSpec calls it the most cost-effective path to the power goal, using engines like AEB/BAM/AWW. TOURING-SPEC-VW-CORRADO

The plan (but not the whole list… yet)

I’m not buying everything at once. I’m just picking the core stuff that actually makes a 450-ish Corrado make sense:

• 1.8T swap kit so the motor actually fits clean and doesn’t turn into a homemade bracket festival TOURING-SPEC-VW-CORRADO
• BorgWarner EFR 6758 because I want it responsive, not a laggy dyno queen TOURING-SPEC-VW-CORRADO
• Standalone ECU (Haltech Elite 1500 or similar) since the whole point is tuning it correctly (especially if I go E85) TOURING-SPEC-VW-CORRADO
• Fuel system upgrade (bigger injectors + Walbro 450) because 450 hp without fuel is just expensive disappointment TOURING-SPEC-VW-CORRADO

That’s my “this is a real build” foundation. Everything else can wait until it’s running and I’m not chasing 14 different problems at once.

The stuff I’m purposely not tackling right now

TouringSpec lists coilovers, clutch, exhaust, big brakes… all valid. TOURING-SPEC-VW-CORRADO
But I’m not pretending I’m doing a full transformation in one shot.

Also, TouringSpec points out the real weak spots once you’re on the 1.8T path: rods, head gasket sealing under boost, and the stock transmission/axles once torque multiplication starts happening. TOURING-SPEC-VW-CORRADO
Translation: even if the engine’s happy, the rest of the car might not be.

So yeah—right now this is a plan + parts hunt, not a finished build thread. Next update will probably be when I’ve got the swap parts in hand and I’m staring at the engine bay like, “okay… we’re really doing this.”

Alright… I’m doing it. 1991 Mustang coupe, 5.0L Foxbody, and the goal is a 700 hp setup that’s actually livable. TouringSpec says it’s totally achievable with forced induction, but the bottom end has to be addressed if I want it to live. TOURING-SPEC-FORD-MUSTANG COUPE

I’m not trying to buy the whole list and blow the car apart in one weekend. I just want a clean, logical first phase.

My “Phase 1” shopping cart (the realistic essentials):

• Paxton/Vortech centrifugal supercharger kit (best bang-for-buck boost for the 5.0) TOURING-SPEC-FORD-MUSTANG COUPE
• 80 lb/hr injectors + Walbro 450 lph pump so it actually has fuel when boost hits TOURING-SPEC-FORD-MUSTANG COUPE
• Holley Terminator X (or similar) because “hope and prayers” is not engine management TOURING-SPEC-FORD-MUSTANG COUPE

That’s it. I’m not doing suspension, K-member, clutch, all of it—yet. I want to get the plan locked, start collecting parts, and not turn this into a two-year driveway ornament.

So I had this idea in my head: D2 S8, slammed, big wheels, and somehow 450 horsepower like it’s just a weekend of shopping.

TouringSpec basically brought me back to earth. The PDF straight up says 450 hp naturally aspirated on the 4.2 isn’t really bang-for-buck on this generation. The realistic move is to push it near the engine’s reliable limit with bolt-ons + a proper tune… and accept it’ll probably fall short of 450 unless you go forced induction (which I’m not doing for this path). TOURING-SPEC-AUDI-S8

So my plan is simple: stop fantasizing, start with the stuff that actually works.

What I’m doing first (keeping it realistic):

• Custom tune (because without it, the bolt-ons are just noise) TOURING-SPEC-AUDI-S8
• Intake + headers (the real “wake it up” combo on NA builds) TOURING-SPEC-AUDI-S8

TouringSpec says NA mods on this motor usually net like 30–50 hp before it gets stupid expensive, which honestly tracks with what I’ve seen. TOURING-SPEC-AUDI-S8

And yeah… I’m still doing the stance stuff because I’m not pretending this is only about numbers. The D2 is nose-heavy and understeers, and the stock suspension is comfort-biased, so coilovers aren’t just for looks. TOURING-SPEC-AUDI-S8

That’s where I’m stopping for now. I want it running clean, sounding right, and sitting right. After that… we’ll see if I get greedy.

I love the idea of a 400-horse W126. Big-body S-Class, DTM-ish stance, and that old-school V8 torque—chef’s kiss. But I’ve been around long enough to know if you skip the boring stuff, the car will humble you fast.

TouringSpec’s roadmap is pretty clear: the M117 can get there, but it needs airflow, fueling control, and the usual “don’t let it grenade itself” upgrades. Stock power is roughly 238 hp / 317 lb-ft (US spec), and the factory setup is essentially designed for Autobahn comfort—not high-RPM abuse. TOURING-SPEC-MERCEDES-BENZ-W126…

So my user story for Phase 0 is simple:

As the owner of a 1990 W126 560SEL (M117), I want to baseline the engine and plan upgrades in phases, so I don’t turn a dream build into a tow-truck subscription. TOURING-SPEC-MERCEDES-BENZ-W126…

What I’m doing first (and what I’m NOT doing yet)

I’m not ordering cams and headers tomorrow. I’m starting with:

• a real baseline (compression/leakdown, ignition health, vacuum, fluids)
• identifying weak points that matter at higher RPM
• deciding which route I’m taking for fueling (because these issues before I start stacking airflow mods)

TouringSpec calls out the oil pump gears as a known failure point on the M117 at higher RPM. That’s the kind of note that saves engines, so that’s going on my “do this early” list.