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1: Is there a Supercharger system available for my car?
2: How much is a Supercharger system?
3: How much horsepower will it produce?
4: What kind of 0-60 and 1/4 mile times can I expect?
5: Is the Supercharger system emissions legal?
6: Can I install it myself?
7: Will my factory warranty be void?
8: How does the Supercharger affect the engine life?
9: Do I have to maintain the Supercharger after it's installed?
10: Are any gauges required for installation?
11: Do Chip and Cam upgrades help with the Supercharger?
12: Do intake, header, and exhaust upgrades help the Supercharger?
13: What parts, other than the Supercharger, do you recommend?
14: How does the Supercharger compare to a Turbo system and does it need an intercooler?


Q: Is there a Supercharger system available for my car?  Back to Top
A: Following is a list of systems currently available. Since we are always working on new fitments please refer to the Supercharger page for your make of car for the most up to date information.
88-91 CRX, CIVIC SI & EX Only
92-95 Civic, Del Sol All Models except VX
96-00 Civic. Del Sol All Models except HX
99-00 Civic SI, Del Sol VTEC without ABS
97-01 CRV
97-01 Honda Prelude base & SH
94-01 Integra, GSR and Non-VTEC
97-01 Integra, Type R
00-01 Ford Focus 2.0L Zetec
00-01 Ford Escape 2.0L Zetec- In development
00-01 Chrysler PT Cruiser- In development

Q: How much is a Supercharger system? Back to Top
Prices vary depending on the vehicle year, make and model. To check availability and prices please contact one of our Distributors.

Q: How much horsepower will it produce? Back to Top
We make systems for many engine sizes and configurations, as well as VTEC
and Non-VTEC engines. On average, we gain as much as 50% in horsepower and
as much as 40% in torque with our base system. Some applications may be more
or less. Please refer to our Dyno page for more specifics on your particular
make and model. Dyno results are representative, and not a guarantee of
performance. Owing to variations in engine condition, additional optional
equipment and installation, your results may vary.

Q: What kind of 0-60 and 1/4 mile times can I expect? Back to Top
With so many years, makes, and models it is impossible to try and list them all. For comparison, in the September 97 issue of Motor Trend magazine they tested the stock 96-98 Civic EX and the Jackson Racing Supercharged Civic EX, completely loaded with Power steering, air conditioning, cruise control, and 16" wheels and tires. The stock Civic ran a 0-60 in 9.3 seconds and the Jackson Racing Supercharged Civic ran a 0-60 in 6.7 seconds. In the June 97 issue of Road and Track they tested the Jackson Racing Supercharged Civic against the Greddy Turbo/Intercooled Civic. The Greddy turbo Civic was loaded with $5500 worth of upgrades not found in their base kit. Included were intercooler, injector upgrade, thick head gasket, Rebic III, additional boost, etc. The Jackson Racing Supercharged Civic with no upgrades ran a best time of 15.1 seconds in the 1/4 mile. The Greddy Civic ran a best time of 15.2.

Our '95 completely stock GSR tested by Motor Trend in Oct. '98 ran a 0-60 of 5.7 seconds and 1/4 mile in 14.2 seconds. We have consistently run this same car at Pomona with consistent 14.0 time slips. The same car with Intake, header, exhaust, and test pipe ran a 13.4 on slicks with 100 Octane fuel.

You can expect a similar performance increase from your car. On average we usually improve 0-60 and 1/4 mile times by 1.5-2.0 seconds.

Q: Is the Supercharger system emissions legal? Back to Top
All of our base systems are 50-State emission legal. The CARB Exemption number will be provided in the system on a sticker that will be affixed under your hood upon installation.

Q: Can I install it myself? Back to Top
If you are mechanically inclined, then installation requires about 8 hours for a SOHC system and about 10 hours on a DOHC. However, if you think you can't do it, contact your local Honda/Acura/Ford/Mazda dealer or independent technician and on the Jackson website we have a list of dealers & tuners near you. It is very straightforward in its design and installation. No cutting or welding required. Copies of our installation instructions are available on our website.

Q: Will my factory warranty be void? Back to Top
It is illegal for a Dealership to void your warranty simply because you have modifications to your vehicle. It is the Dealerships responsibility to prove that any modification was the reason for a failure. With that said, some Dealerships are more performance oriented and willing to work with customers. It would be our suggestion to consult with your local Dealership regarding their warranty specifics.

Q: How does the Supercharger affect the engine life? Back to Top
Because of our unique bypass valve design, engine life is not effected. Our system is so efficient and produces such useable torque, that you are rarely at full throttle for any length of time. When you are at cruise speed or idle, the bypass allows the engine to breathe normally, no boost. Only when you depress the throttle aggressively does the bypass close and you have an instant 6psi of boost. Consequently, with our unique bypass valve and reasonable boost, engine life is not effected.

Q: Do I have to maintain the Supercharger after it's installed? Back to Top
No, unlike a turbo that requires cool down time, or warming up time because it is using the engines oil, the supercharger is ready to go when you are. As a matter of regular maintenance you should inspect the charger drive belt, as you should any drive belt, with every oil change.

Q: Are any gauges required for installation? Back to Top
The system is complete and does not use a waste gate so a boost gauge is not required. Turbo timers are not needed because the blower is a sealed self-lubricating unit and doesn't require the cool down time. We would however suggest the installation of our Jackson Racing vacuum/boost gauge as a good diagnostic tool. Knowing the vacuum and boost level can help you with system diagnostics. Our air/fuel ratio gauge gives you visual insurance that your car is running rich when under boost and, as importantly, not running rich when not accelerating.

Q: Do Chip and Cam upgrades help with the Supercharger? Back to Top
These upgrades are not recommended. Chips are made for Normally Aspirated engines and the fuel map is manipulated to make the car run leaner and the timing curve is slightly advanced as well. Both of these can and will be detrimental to any forced induction car. A fully programmable ECU along with larger injectors however is a different matter all together. We have tried a number of different cams in our applications as well and have never found anything better than the stock cams. We have tried Type R cams in our GSR and lost 10HP. We have tried GSR cams in a Type R and lost 10HP. In our Civic SI we have tried 3 different sets of cams and lost anywhere from 10-13HP. On one set however we were able to tune a 13HP loss to only a 3HP loss with cam gears and 3 hours on the dyno. There may be a set of cams out there that works but we have never found them.

Q: Do intake, header, and exhaust upgrades help the Supercharger? Back to Top
This is not easy to answer. On SOHC Civics, the addition of these items showed little gain. The stock components flow enough CFM that they don't seem to be a restriction. The intake might help the blower breath better and not have to 'suck' so hard to get air through the stock airbox. On DOHC applications the addition of an intake will allow the Supercharger to draw air in freely and make the power it should. We have found short intakes, such as our Jackson Racing line, to be better suited to the Supercharger than the long and skinny cold air intake style. Header and Exhaust both give nominal Hp increases. The Prelude is the exception. It will benefit from an Intake, Header, and Exhaust. Our Supercharged Prelude with Intake dyno'd at 212-215HP at the wheels (see dyno page). We added Header and Exhaust to our Prelude and HP increased to 234HP at the wheels (see dyno page).

If you are running more than our base 6psi system than intake, header, and exhaust will all be required for maximum power. Don't forget a cooler thermostat and cooler spark plugs to ensure safety and keep temps down allowing you to make good power.

Q: What parts, other than the Supercharger, do you recommend? Back to Top
: With all installations, with the exception of the Ford Focus, we suggest a high flow fuel pump. Most pumps are either too tired or don't flow enough fuel once the Supercharger is installed. One heat range colder of spark plugs and a cooler thermostat all help in making power and keeping you safely from the detonation threshold. Other parts such as our Boost Timing Controller, MAP Controller, and VPAC are a few products that are not necessarily recommended, but will greatly enhance your Supercharging experience.

Q: How does the Supercharger compare to a Turbo system and does it need an intercooler? Back to Top
Jackson Racing has been in business for over 25 years doing high performance Honda/Acura tuning and we speak with some sort of authority on the subject of Turbo vs Supercharged Vs Intercooling. Having built turbo Hondas since 1976, the first turbo/intercooled CRX's in 1984, and having run the first turbo/intercooled Honda at the first Battle of the Imports in 1990, we do have experience with all of the above issues and can speak, without bias, having done so. And, having seen first hand the long term effects of turbochargers on daily driven high compression Honda/Acura engines, we have opted to supercharge the future.

For ease of installation, instant power, and low cost, nitrous is the only way to fly. However, that is if you only want to go drag racing. If you want everyday nitrous type power, you have to go to forced induction. That is where the turbo Vs supercharger debate comes in. For absolute peak power where driveability, turbo lag, emissions, and long engine life does not need to be taken into consideration, turbo is the only way to go. But, with all things in this life, there is no free ride. With a properly designed turbo charger system you have the ability to produce huge amounts of boost and horsepower easily. The problem with that amount of boost is that once the turbo spools, it goes to full boost. There is no linear delivery of boost.

Consequently, if the turbo spools at 3000 rpm, you have full boost at a valve speed that is very slow. So, the turbo has lots of time to create cylinder pressure on the rods and pistons because of the very long time that the valve is open. This, in turn, is what creates that huge rush of power when the turbo spools. This is also what causes so many turbo engine failures. Combine that with the fact that the compressor sits within 2" of a glowing 1300 degree cast iron oven, the charge air temperature is always very high. This has created the myth that anything with forced induction has to be intercooled. If you have checked the intake temperature of any of the late model O.E. manufactured intercooled turbos, at the intake manifold, not the outlet of the intercooler, you will find that the intake air temperature is near 200 degrees, even after the intercooler. As an example, a test by Sport Compact Car on a new model Turbo/intercooled German built car, they found the charge air temperature at the throttle plate to be 206 degrees after the intercooler. You see, the intercooler is a great thing as long as you have steady air flowing over it. If you are doing a lot of starts and stops, the effectiveness of the intercooler is diminished. Secondarily, once the air has been cooled, it has to be routed back to the intake manifold. That means that it has to come back into the hot engine compartment and the tubing re-heats the air. Not a lot mind you, but it still happens. Equally important, you have to fill all of that tubing with boost, then, when you shift and the bypass blows open, it empties the tubing, requiring the tubing to be refilled. This is the main cause of poor throttle response and the classic turbo lag in a intercooled turbo car. Now, keep in mind that this is all a mute point if you are at speed. But, then you have to stop. Once you stop, you have to cool the turbo. And heat, being the heart of the turbo, is also the enemy of the engine. To further the intercooler debate, let us consider the Ford supercharged/intercooled T-Bird and the GM (Buick-Pontiac) supercharged/non intercooled cars.

The Ford uses a 90 c.i. Eaton supercharger with as much as 14 psi and an intercooler. GM uses a 62 c.i Eaton supercharger with 8 psi and no intercooler. GM mounts their supercharger "Hot Rod" style, on top of the intake manifold as close to the intake valves as possible, with no intercooler. GM's approach, it appears, is to run less boost and thereby, less discharge temperature, and mount the supercharger as close to the intake valve as possible for maximum driveability. Ford's approach seems to be to go for the maximum effect with an intercooler. But, to push the charge air all the way out to the grill, through the intercooler, and back to the intake manifold, requires a larger supercharger and large quantity of boost. Thus, the 90 c.i. supercharger on the T-Bird and the 62 c.i. Supercharger on the GM models. In the final analysis, both engines have an identical horsepower reading. I am sure you are asking yourself "How can that be?" It is in the systems efficiency.

The GM system appears to be more efficient overall. Less load from the supercharger, intercooler, and all of the related plumbing equals better throttle response and an overall better driving package. Now, I am not saying that an air to water intercooler, mounted close to the engine would not be a great piece, it is just that in some engine compartments, it is not possible to package it. So, intercooling is fine if the system is not parasitic by design with plumbing running everywhere, and the net effect of the intercooler system in day to day driving, and that is what I am speaking of, is positive.

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