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RUNNING TOO MUCH BOOST OR BOOST WITHOUT PROPER TUNING WILL DAMAGE YOUR MOTOR USE THIS INFORMATION AT YOUR OWN RISK

Displacement Recommendation

Ported Blower -> 2.0l engine 

Stock Blower -> 1.8l engine

The M62 blower is limited to a between 270 and 300 whp due to CFM limitations. A stock M62 will make ~450 CFM while a ported unit may allow up  to 530+ CFM. Since the blower is a displacement replacer the engine's displacement is less important, however replacing the displacement requires more boost which increased intake temperatures. As such a larger displacement is useful. Unfortunately choosing a displacement that is too large will mean the blower can not breath enough to feed the motor. Larger engines won't make more power, but will make power sooner. As such for optimum results I suggest a motor around 2l with a ported blower and 1.8l with a stock blower.

Compression Recommendation

Optimum: 10.5:1

Suitable: 9.5 - 11:1

Compression ratios from 9.5 - 11 : 1 are suitable for a blown application (depending on fuel and tuning). Lower compression will allow higher boost levels, but the JRSC is boost limited to under 1 bar (14.7psi). As such build the motor as high as can be safely tuned. In my opinion this is ~10.5:1.

Exhaust Recommendation

Header: 4-1 Kamikaze with 2.5" collector.

Exhaust: 2.5" (3" if running nitrous in combination with blower) along with a high flow catalitic converter.

Exhaust requirements are similar to NA cars of the same power. The one difference is that blown applications like short primary headers as such the Kamikaze header is ideal.

Intake Recommendation

Run the shortest intake possible which breaths cold air. For more information please read the technical article on intake tech in the engine fundamentals sections.

Camshaft Recommendation

Optimum: GSR intake and ITR exhaust camshaft (or aftermarket Turbo Camshafts)

Suitable: Stock camshafts

Un-Suitable: All motor aftermarket Camshafts

Blown applications like camshafts with moderate duration and large valve lifts. Aggressive all motor camshafts and even ITR camshafts results in the intake charge being blown out of the motor due to valve overlap. These camshafts will work with high RPM and high boost motors, but EATON superchargers are limited to lower boost levels. For example ITR camshaft will make more power than a GSR/ITR combination with 10psi, but only after ~9000 rpm. Above ~9000 rpm the valve overlap duration is too short for intake charge to exit the head camber before the exhaust valve closes.

GREEN: GSR/ITR BLUE: ITR/ITR (10psi LHT Intercooled ITR DYNO Plot thanks to Jadikar)

Ignition Timing Recommendation

High Cam Lobes (VTEC): retard ~0.5 degrees/psi

Low Cam Lobes (NonVtec): retard ~1.25 degrees/psi

Spark Plug Recommendation

NGK BKR7E plugs at 0.28 gap

Max Boost Recommendation

STOCK BLOWER: 8 psi

PORTED BLOWER: 10 psi

LHT INTERCOOLED: 12 psi

Fuel Management

Fuel Injectos: Run 450cc or larger injectors. I'd recommend 750cc for large displacement high boost setups.

Computer: Hondata, Crome, Ubberdata, or similar product.