Ok here's the info on the Jackson
Jackson Racing Super Charger for the 94-2000 GSR
Modified By Edina
Polished, ported Intake manifold,
Polished and ported intake neck for the super charger
Teflon Coated interior
The system was done by ENdyne theoldone.com
comes with everything you need and included is the 10-12 pulley kit
MSD 6 BTM Ignition Boost Timing Retard
AEM Type R 3" cold air intake

Dilemma: US Spec or J-Spec?
I know that the JDM GSR engine has a higher compression ratio-- which is going to be bad if I run the 10-12 lb pulley on the JRSC-- would it be better for me to buy the US-Spec engine? Although, I know it's a lot easier to find a low mileage J-Spec, than a low mileage US-Spec. It has also been suggested to me that I look for a high mileage US-Spec GSR swap and rebuild it for FI. The only problem with that plan is that I am having a hard time finding any high mileage US-spec engines for less than I could get a J-Spec for (which only has 30K miles on it). So, what would you guys recommend?

I know it's a lot to think about- but any help you guys can give me will be appreciated. This is going to be my first swap, and my first FI engine. So I'm gonna need you guys a lot along the way. Thanks a lot guys.

 

I would actually say stick with the J-Spec for a few reasons.

1. The Jspec does have higher compression, but so do the USDM b18c5 (type R) and There are a few out there running pretty high boost ETC ETC. If you are going to use something to tune it then you can always get the most out of your motor no mater what the setup.

2. You can get a J-Spec with an optional LSD (usually 300 more)

3. J-spec motors usually can be found for a good 3-500 dollars cheaper.

 

Thanks for the input, man. If I'm not gonna use a stand alone engine management, do you know of any simple modifications that will help me drop the compression ratio-- because I know the higher the compression ratio, the higher the chance of detonation, that's why it makes more sense to boost a GSR than a Type-R. Type-R's are designed more for an NA setup than for FI. Somebody told me stacking head gaskets will drop compression ratio-- apparently VW guys do it all the time-- is that an option that will help me? Thanks again.

 

Yes you can double up your HG to lower compression. I think picking up a thicker "turbo" HG would be the better idea though.

But if your not going to run a EMS of some type then I dont think your going to get away with running 10-12 pounds of boost for very long. Doing something like this isnt wise, One cold night and a high boost run and you are risking some real damage to your motor. Even 10-12 Pounds on the Lower CR GSR motor is not going to be a good idea without a good EMS.

Play it safe, do things the right way the first time and you will be able to sleep alot better.

 

Running 10-12lbs on stock Honda internals is asking for trouble. Even if you lower your CR by adding a thicker headgasket or milling the head, your rods and pistons may not sustain itself for long with all that added combustion.

 

Not to mention there is not such thing as a "10-11lb pulley". In order to get that much boost you'll have to double-up, what i mean by this is run the JR upgrade 8lb pulley IN CONJUNCTION with an endyne "stepper" pulley or CRV crank pulley. These will net you 10-11 psi, but be forewarned, with out EXACT tuning you will not be able to run this well on a GSR motor...and forget about a c5. Maybe with tuning, a gsr motor and a thicker headgasket or built lower comp motor.