H22 swapped JR supercharger

[Bucket_cg6]

Aright, i have a h22a4(with OBDII ECU) that im swapping into my cg. Wat i am trying to find out if there is any way to cram the Jackson Racing supercharger in the bay. if so wat kind of fabrication work am i looking at? Pics would be great. Please dont inform me about turocharging, im keeping it street legal.

 

[Drift]

A supercharger is just as "illegal" as a turbo.

But anyway, you'll have to do some major cutting of the bulkhead to fit a JR charger back there. There is very little room behind the engine when mounted in a 6th gen engine bay. I dont believe pictures exist because I dont think that any one has bothered doing it. Superchargers suck. We always try to talk people into going turbo instead of superchargers, it makes more power, is better for drivability and a lot less of a hassle to maintain.

 

[ccordex00]

N/A.build the engine and make some power!

 

[hiddengamer7]

The JR supercharger wouldn't even fit anyways. You'd have to cut into the firewall because the clearance simply isn't there in the Accord bay because of where the mounts put the back of the IM.

 

[Sketch o5]

turbooooooooooooooooooooooooooooo

 

[swollen_cu]

Vrmmmmmmmm psttt vrmmmm pstttt

 

[HondaLuver83]

A supercharger is just as "illegal" as a turbo.

But anyway, you'll have to do some major cutting of the bulkhead to fit a JR charger back there. There is very little room behind the engine when mounted in a 6th gen engine bay. I dont believe pictures exist because I dont think that any one has bothered doing it. Superchargers suck. We always try to talk people into going turbo instead of superchargers, it makes more power, is better for drivability and a lot less of a hassle to maintain.

Hmmm well I agree with you except, superchargers make way better power throughout the RPM band, there is no boost lag. I always thought superchargers were easier to maintain, just change the oil when your supposed to.

 

[Drift]

Hmmm well I agree with you except, superchargers make way better power throughout the RPM band, there is no boost lag. I always thought superchargers were easier to maintain, just change the oil when your supposed to.

Its actually quite the opposite. Superchargers consumer power, to make power. So the net gain is less, and can be seen on a dyno graph. Turbos technically, use engine power, but they dont consumer engine power. So the net gain is larger. And as far as how and when power comes on, thats all about the setup. Ive seen people mis-size their turbos way too often just to see the big number on the graph. And when I say "mis-size" I really mean that they are putting a turbo on thats way too big. What a lot of people dont realize is that if you size the compressor housing and turbine housing correctly, and take the time to research what compressor wheel works best with what housing, etc; You can get a flat torque graph and a beautiful rising hp graph. The power that a supercharger produces typically drops off at the higher rpms because it only produces boost under engine load. Whereas when you're at the top of the rpm range, the engine load decreases. Once a turbo makes boost, it only continue to make boost, or stay where its at, it will never drop off with engine rpms. The one advantage the a blower has is the power it can make between 1k-3k rpms, but after that a turbo blows it away.

Thats a graph of a GT30r on a stock CRV k24 at 9 psi.

Maintaining a supercharger is a pain because there actually is maintenance to do! Turbos only require the engine oil to be changed ever so often, which gets done any way. Super chargers have special oil to change, and belts to replace, (and slip, often). And you have to buy different pulleys to change the boost. A turbo only requires a quick turn on a knob and a couple of buttons on a control panel.

I could go on. Ive installed a ton of turbos on cars, and regrettably a few superchargers on others, and the turbos always make more power and are way more fun to drive.


~my $.02


I'd also like to add that I'd take a well built, high compression N/A K24 over a turbo motor any day of the week.

 

[Mojeans69]

its actually quite the opposite. Superchargers consumer power, to make power. So the net gain is less, and can be seen on a dyno graph. Turbos technically, use engine power, but they dont consumer engine power. So the net gain is larger. And as far as how and when power comes on, thats all about the setup. Ive seen people mis-size their turbos way too often just to see the big number on the graph. And when i say "mis-size" i really mean that they are putting a turbo on thats way too big. What a lot of people dont realize is that if you size the compressor housing and turbine housing correctly, and take the time to research what compressor wheel works best with what housing, etc; you can get a flat torque graph and a beautiful rising hp graph. The power that a supercharger produces typically drops off at the higher rpms because it only produces boost under engine load. Whereas when you're at the top of the rpm range, the engine load decreases. Once a turbo makes boost, it only continue to make boost, or stay where its at, it will never drop off with engine rpms. The one advantage the a blower has is the power it can make between 1k-3k rpms, but after that a turbo blows it away.

+1

 

[Roadrashvtec]

The H22 is a high compression engine too, so you should just do a N/A build with cams, pistons, rods, head.. because, if you want to efficiently go Supercharged you would have to change your pistons to a lower compression ratio. I would definitely not go supercharged if there are charts that sacrifice that much power at lower rpms, unless you drag it's fine but normal driving probably not. If forced induction is your way to go I'd say for you to go turbo, thats why you see more V8's running supercharged because they have more low end torque on the crank where the belt of the supercharger is most likely attached to.