I've been wanting to travel down the forced induction path ever since I owned this car. Now that I'm really considering it, I guess you can say I'm taking a bit of an unusual / unconventional approach. Its my preference and intention to keep the install period correct for the car, so I'm looking at two options (the same 2 options I was looking at for almost 18 years now lol). Jackson Racing Supercharger, or the OG Greddy 18g kit. Now, I'm still doing my research on each of these models and how the affect my inspections and emissions and how they will meet my anticipated goals, etc...so the point of this post is this: Since both of these are no longer in production, is one better than the other in terms of finding replacement parts? I'm assuming I will never find a 100% complete kit of either one, so I'm assuming a replacement part here and there will be needed. thanks!

 

Jackson Superchargers are not worth it at all whatsoever, in 2005 after I gave up on All Motor setups I wanted to give the Jackson Supercharger a try. I bought the kit and used it on my stock GSR and made like 210 WHP, I ended up doing a sleeved block with 10:5 compression with fully ported head and Type R cams, the recommended Kamakazi headers. I also sent the supercharger to Larry at Endyne to do a port job on it and even bought the LHT performance air to water intercooler with their racing heat exchanger. After all that was said and done the car made 271whp.

I sunk like 5K into that kit and it wasn't worth it at all, from there I bought a used turbo kit with a journal bearing Garrett 57trim turbo and made 480whp. So long story short I would try and go the turbo route.

 

Well, I'm not looking for more than 210-225 at the wheels. I daily drive this car 6-7 months out of the year, so I'm not looking for huge numbers, I don't want to loose the everyday drivability of the car.

 

With that in mind, don't forget that you're putting your car at more risk in terms of keeping it reliable with good drivability if you're intentionally trying to source out of date, used parts that are now lacking in documentation & support. It would be much safer overall to buy a complete new kit, just something to consider.

One thing I don't think you should go backwards on is your ECU and injectors, I'd at least encourage you to stick with modern Bosch EV14 injectors and Hondata/Neptune or whatever good tuning platform with datalogging.

 

dont forget the old turbonetics turbo kit.

 

You're better off either finding someone that has a complete kit that they are getting rid of (not likely) or get innovative. All of these parts are very rare to find indeed.

 

It's not just the power but with the supercharger it produces a lot of heat soak and IAT temps are way up there. It will be very hard to find parts and pieces for that supercharger as well, I knew a guy trying to piece together a kit and it was damn near impossible.

Oh and if you are looking for 210 to 225 just go all motor.

 

It's very quickly becoming hard to find even common/standard parts for these cars. I've had to get on waiting lists and backorder quite a lot of stuff lately. The last couple years have had a lot of things negatively impact parts availability for us - I don't necessarily see it ever rebounding considering these cars are now 25-30 years old and we're dealing with more environmental EPA crud than ever before.

I agree with your points in regards to the JRSC not being even close to worth the effort.

 

If you only want 225 get a b20z high comp motor.
My buddy just made 230 on a stock b20 vtec with cams.

 

But who doesn't love the HUGE delta gate sitting front and center in the old school builds?

 

The OG Greddy kit would be better than the Jackson Racing supercharger. Either one would be difficult to find. It’s more of a show car thing to try to find a period correct turbo/supercharger kit though, it won’t be good for producing power.

 

What about Drag or RevHard turbo kits ? I don't remember them being CARB approved, but they are period correct.

 

That stuff is all super rare now. I have been on the hunt for a T25 turbine elbow off the Holley D series turbo kit for three years.

I did score a Greddy D series cast manifold with the T25 flange.

 

I think I have another one of those if you are interested...

 

These are all good points to consider, as of right now it was just a question of what would be the better buy for part sourcing for replacement parts. I still have my research to do as far as application for my needs/goals overall. I read through several old threads where people that each had the JRSC or the Greddy kit (or something similar) were able to keep there cars as basically daily drivers with no real issues for a good many miles. That being said, they also were running pretty conservative tunes and and not reaching for the moon in terms of power from what I've read. Also something to clarify, when I say daily driver, I mean I put about 6000 miles +/- on this car a year and drive my truck from about November to April or until they stop putting salt on the road lol.

 

Being period correct would be cool, for a show car. One you drive a lot may have some issues of concern. Many of the guys here pointed out the availability issues etc. Also consider that the old period correct parts may need a complete overhaul.
Also depending on what you consider period correct. 94-01? or after the fast and the furious 2001? Because demand for speed exploded afterwards.
I used companies like full-race ram horn, hks 50mm racegate and garrett t3/to4e back in 2004. But before that we all tried "SS Autochrome" lol. Was a big fan of speed machine performance way back

 

I'm all for period correct - it's rare to see these days and it's badass. But due to the rarity, I'd have a hard time throwing 6K+ miles/year on something that was put together with these rare parts.

If you're intent on staying period correct, I'd go turbo over supercharged. As others have said, the IAT's you see with the JRSC are crazy. I drove a JRSC equipped EG with D16Z6...I wasn't impressed.

If you're just wanting fun/reliable, do a small (T3 or smaller) turbo with a modern kit. Use good parts, over build, and you can have a reliable "daily". My 400 whp D16Z6 gets ~6K miles/year put on it - so it's all in how you build it. You could easily do a 250 whp setup that you can drive like you want.

 

You can still get the edelbrock kits it looks like! High quality stuff


Edelbrock Performer-X Turbocharger System - PerformanceCenter.com

 

I noticed that lol, super weird - I guess they thought people would run 8 OEM injectors instead of just upgrading? Don't know.

 

Somehow I accidentally deleted my post. Reading the link, it sounds like the Edelbrock kit uses a separate controller / piggyback to fire the additional injectors and let's the ECU drive the stock injectors.

 

Sounds like a clusterdump compared to modern tuning.

Definitely interesting to look back 20 years and see how different the electronics were.

 

Dont forget about the Legacy Pro charger B series kit! I've had mine for over 10 years I think now. I no longer daily the car but I believe it was made around the same time as the JRSC and Greddy turbo kit. And was the only Supercharger that was and still is CA carb legal and retains AC and power steering.

2001-1994 GSR/Type R (1.8L DOHC) | ProCharger

Civic Si 1.6L Procharger C-1A Supercharger HO Intercooled Tuner Kit System 99-00 | eBay

 

People used to run **** like this, with a couple extra injectors stuck in the charge pipe adding fuel enrichment for bigger turbo(s) and more boost.


Used to be common on Supras, RX7s, etc.

At one point I was planning on doing a setup like this on my miata because people were still figuring out how to get megasquirt to work with NBs...

 

I wonder if you can actually still get that kit... it isn't listed on Edelbrocks website.

The Procharger kit came out later than the JRSC and Vortech Supercharger kits and the GReddy Turbo kit. The Honda/Acura kits from JRSC, Vortech and GReddy were also CARB Legal and came with an EO# for the specific application in which the kit was designed. All three were capable of retaining P/S and A/C as well.

 

I've always wanted to check out one of the Procharger kits for the B engine. Seems like the Procharger SC kits were never very popular on our engines.

The only thing that concerns me about the Procharger kit is how low the supercharger itself sits, I think it actually hangs even a little lower than the oil pan. Unless I'm mistaken it also just uses a 4 rib belt and pulley, so I'm not sure how that would behave in our cars at high RPM in regards to slipping.