Here's what I suggest:[list=1]
[*]Since it's obvious now the centrifigal unit is not the way to go we must convince Jackson, Comptech, or someone else that there is enough demand to warrant a new project.

[*]My suggestion is for everyone and and anyone that remotely may be interested in a NEW supercharger option to e-mail all these companies plus any others you can think of.

[*]What we need is a supercharger (perferably a "Whipple Type") that will provide more low-end in addition to approx. a 40% increase in power! Should not be that much of a problem. Not quite sure why Comptech went with a centrifical type when with this engine it was definitely not the wat to go (no increase in low-end gains). Of course it would also be nice to have a product at reasonable price too.[/list=1]

It would be awesome to have a product like Comptech's "Whipple Charger" they offer for the NSX. Although pricey I believe we could make it worth their effort. A standard Eaton roots type from Jackson should only run around the $3-4K range and provide all the low-end we've been begging for! Make your voices heard or quit complaining.

To the people interested in a turbo application I still think this is not the way to go unless you plan on changing pistons, added a new fuel management system, ECU, and the list goes on-and-on.

Please take a few minutes and maybe we can come up with a solution. Here are the links to e-mail Jackson and Comptech:

jacksonracing@mossmotors.com

info@comptechusa.com

PLAN "B"
A sad alternative.... Settle for the current Comptech and run from a roll only. The reported 15-100 MPH knocked off 3-seconds with the "SC" meaning your just wasting rubber and differentials attempting to race a opponent that could blast a low 13 but may have a better chance if you can lure them off the line.

List of Excuses:
"Hey just bought new rubber"
"Groceries in the trunk... don't want to break the eggs"
"My diffential is already wasted"
"Can't hook up to save my life"

 

Good call bro. I agree 100%! I will be e-mailing them today. Low range power and torque is one of the only things that I don't love about this car so to find a way to fix this would be excellent!

 

Okay.... I sent my e-mails.... now it's your turn! Yes, EVERY e-mail will make a difference (I promise). I would like to see at least a few hundred (minimum) people flood them with requests for a roots or whipple charger. Let's start typing!

BTW: Thanks

 

In case you're wondering the current Comptech type (centrifigal charger) units make their power at the high-end of the rpm range where as a roots or whipple (dual impeller) will make power from the get-go and all the way through. A much better streetable application and a must for the power-band of a S2K. Power increases with either should be in the 40% range of equal to 330-340 at the flywheel. Same as the centrifigal unit but spread over a much wider RPM range. ++++

To date Jackson R uses a roots type made by Eaton and Comptech has a whipple for the NSX only (so both are good canidates).

 

<- just e-mailed JR

 

Since there is strength in numbers I'll send the e-mail, but it's normally aspirated for me. A better rear end ratio, pistons, cams and head work producing 275 - 300 at the crank will do me, but I'll help you get what you want too.

 

Do you know of a low compression piston set for the s2k, are there any cams, and a different fuel system for the s2k. What difference will a different rear end ratio make????????

 

Not to rain on anyone's parade, but if Jackson comes out with a blower for our cars, it will suck. They can't get the kit to work well with high compression, the type r blower kit sucks...10.6:1 compression (tip in detonation, low hp gains )(as low as 20-30 hp over stock in some cases). If they can't get that right, what makes you think they will be able to make a kit that will work right with 11.0:1 compression? Shoot the comptech with a 30 shot from 4000 on...

 

I too am a current Jackson owner. I'm not as critical as XXX. The system works decently. However, like every other bolt on FI kit out there for Hondas, it is yolked with the stock ECU with a couple of kludges. And with a positive displacement blower, the problems with such an approach show up sooner than with a turbo, primarily due to throttle response issues. I slapped on an aftermarket ECU system and picked up tremendous power gains and more importantly, drivability and reliability - I can run the car around a road race track all day now without worry, and detonation has been banished, even without a knock sensor.

Comptech has worked around the detonation issue with heavy fueling and low boost in the area where detonation is most likely to occur - low rpm, in the torque "hole" caused by the stock single path intake manifold. Factory timing maps are highly advanced in that hole to minimize it (and to compensate for sub-par volumetric efficiency there, which can mean a slower burn). Its the same place I had detonation problems on my CRX. And Comptech has even admitted that when they tried to run more low rpm boost, they had detonation issues.

So, what this long winded post is getting at, is that whether you choose a quick spooling turbo or a positive displacement blower, from anyone, this will be an issue. So you better figure out a way to either run excessively rich mixtures at low rpms, or reduce ignition timing. Because if you can't, life will be a bitch. In your requests, I'd suggest asking for a kit that includes engine control modifications.

UL

 

I actually asked JR about one roughly 3 months ago. Their response was ...............no plans as of yet. My guess is that they will figure that the Comptech unit will take whatever SC buyers there are for these few cars. They will probably keep their development to more numbers than the S will buy. BUT , if they could pull it off they will get my $$$$$! Perhaps we should send them 4K checks instead of emails. Perhaps then they will see the light?