The grunts and collective groans from Honda loyalists haven’t quieted one bit since the introduction of Honda’s CR-Z hybrid last year. Power starved and all but cursed with an aggressive look that, no matter how you chop it up, harkens back to much more exciting times. A time that included the release of the beloved CRX, a car that would change a soon to be overpopulated hot hatch landscape. But why live in the past, reliving glory days while comparing them to rather dreary current times? It’s because looking toward the past can actually produce some answers for today’s most nagging issues.
Someone who knows more than most of the population when it comes to making power, both then and now, is Oscar Jackson Sr. He’s had his hands in tuning Hondas since well before most of our readers were even born. He’s been doubted more times than he can possibly remember, and somehow he’s always managed to rise above, and convert naysayers into avid believers.
These days he’s once again back in the driver’s seat of Jackson Racing with his son, Oscar Jr., riding shotgun as the two embark on a whole new challenge. No stranger to engine swaps, the Jacksons set out to offer a unique alternative to the complex and often pricey K-series swap in the form of a Rotrex-based supercharger kit. Before you assume the mighty K series’ power output will trample that of a low-boost supercharger kit, you may want to take a look at the results. With the factory catalytic converters (both of them) still intact, and the original Honda exhaust system, the Jackson Racing kit pounds out an additional 50 horsepower, and 45 lb-ft of torque. And rather than having to rev to the moon to find that power, almost all of that torque is realized in the midrange, where the majority of driving takes place.
To find the 40 percent increase in power from the tiny 1.5L, a Rotrex C30-74 unit was utilized. Unlike many other superchargers, the “whine” is nonexistent, as the patented traction drive system in the Rotrex keeps a lid on the noise factor. Oil isn’t borrowed from the engine, instead the supercharger relies on its own dedicated, self-contained oiling system, keeping things neat and simple.
If you’re an avid power-hungry enthusiast, gas mileage is probably the last thing on your mind. However, the CR-Z crowd is a bit different, in that they most likely pulled the trigger on the two-seater in hopes of saving some cash at the pump. Adding forced induction isn’t typically conducive to maintaining high miles per gallon, but it’s something that the Jacksons factored into the design of their kit. At cruise speeds, a bypass valve regulates the amount of boost the engine experiences, in turn allowing for factory-like mileage numbers. To add to that, the ability to rely upon the Econ, Normal, and Sport driving modes the CR-Z was originally sold with are still fully functional. This is due in part to the masterminds at Hondata who developed their FlashPro system to open the doors to tuning the CR-Z.
The supercharged test vehicle pictured has been through quite a bit during its short life span. Over 20,000 miles of real-world testing, countless dyno sessions, a new Hybrid Class record at Super Lap Battle, and some of the most intense emissions testing known to man. You see, while the performance of the kit is undeniable, the Jacksons spent over eight months trying to acquire emissions certification to make the kit a street-legal affair. The hard work and admittedly frustrating process finally paid off with the kit passing all emissions lab tests and currently awaiting approval from the California Air Resources Board (C.A.R.B.).
Oscar Sr. has seen it all and done it all, but just about everyone doubted he could pull any usable power out of the CR-Z while remaining within the tight limitations of the government’s emissions requirements. Here’s to proving them wrong…all over again.
Bolts & Washers
Jackson Racing Supercharger kit with Rotrex C30-74 unit
KW Variant 1 coilovers
Volk Racing CE28 17x8 +33
Nitto Invo 225/45-17
JDPengineering carbon-fiber lip
JDPengineering carbon-fiber wing
The Test Vehicle And Editor’s Impression
The bright red 2011 CR-Z you see pictured was fitted with a JDPengineering front lip and rear wing—you might remember the same carbon-fiber pieces being used on the Honda Tuning Magazine CR-Z project early on. The excellent fitment and a clean, functional appearance make JDP an easy choice for this chassis. To help harness the power, specifically through the turns, a set of KW Variant 1 coilovers were chosen, and a tasteful, functional ride height was set. In dire need of wider wheels and better rubber, a set of 17-inch Volk CE28s wrapped in Nitto Invo tires improve the look, feel, and of course the handling of the CR-Z.
Oscar Jr. handed over the keys to their CR-Z and told me to take the car on the road for some spirited driving. The first thing I noticed is the initial startup is identical to stock. No hesitation, no rough idle; in fact, because of the factory cat and exhaust system, it even sounded like it was stock. I pulled away in Normal mode and, driving conservatively, the car showed zero signs of hiccups or stutters. Switching to Sport mode, I stepped into the gas further and the Rotrex did its job of bringing the car up to “above posted speed limit” in rather short order. The torque seemed to pour on effortlessly, and the added midrange power is exactly what the CR-Z is missing from the factory. While the OEM CR-Z begins to fall on its face around 4,500 rpm, the Jackson Racing version is just getting started. The defined pull through third gear, inching close to 7,000 rpm is a sharp reminder of yesteryear, when VTEC B- and H-series motors left you begging to stomp the gas pedal for another zip to redline. While the factory 1.5 struggles to maintain its momentum up hills and around traffic, the Rotrex-equipped version allows you to avoid stirring the gears, and rather “point and shoot” your way through traffic.
The comparison of the Jackson Racing supercharger kit to a K-series swap will undoubtedly come up the moment this article hits newsstands. Though I didn’t have a K-powered CR-Z on hand to test back to back, there are a few things that really stand out to me. The first being the pricing—even the “bells and whistles” version of the Jackson kit is at least half the cost of a K swap. Read that again, because there’s certainly a misconception about the price of a K-series motor swap, complete and ready to roll. As you’re adding it up in your head, don’t forget axles, management, mounts, custom exhaust, etc. The other is the ease of installation and use. There’s no cutting, welding, splicing, or customizing to fit the Jackson Racing supercharger kit—it’s a strictly bolt-on affair and fits like a factory piece. Mileage, power, and OEM fit and finish? This might be the future of tuning.
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