Jackson Racing SC Kit - C30-94 Rotrex Supercharger High Boost Pulley Release
 

As you may know already, there has been some hint of a smaller pulley upgrade for the Jackson Racing kit utilizing the Rotrex C30-94 unit. While this information may get lost in the Owner's Thread, we decided this information should be its own separate post. The rumors are true and Jackson Racing has finally released their smaller/high boost pulley option for the Jackson Racing Supercharger kit!


Jackson Racing High Boost Pulley!

http://counterspacegarage.com/media/...ey-600x400.jpg

The JRSC Rotrex C30-94 unit uses a pulley sized accordingly to work well with pump gas (91 ACN). With the high boost pulley upgrade, proper fuel upgrades and hardware are required to handle the additional potential safely and efficiently. This pulley is NOT recommended to those unwilling to go the extra step to tune for higher octane/alcohol fuel and proper hardware to handle the additional requirements.

Jackson Racing product description:

Raise your FR-S/BRZ Supercharger System to new heights with the High Boost Pulley. Designed specifically for the Jackson Racing supercharger System. This pulled is NOT designed to be plug-n-play on a Factory Tuned System and it is NOT CARB legal**.

The High Boost Pulley REQUIRES:

• Upgraded Fuel Injectors

• Upgraded Fuel Pump

• 93+ Octane or E85 Custom Tuning

* Boost levels dependent on vehicle environment and vehicle modifications.
** This product is intended for off-road, racing use only. This product is not to be used on pollution controlled highways.

@SPCorBUST Dyno chart of his JRSC + HB Pulley setup on full bolt-ons + E85. Dyno performed at Church Automotive's Dynapack. Average baseline reading with new SAE calibration is 165-166HP on this dyno.

http://counterspacegarage.com/media/...sc_hb_dyno.png


Have a question whether or not this pulley is for you and your Jackson Racing rotrex setup? Please do not hesitate to contact us or Jackson Racing regarding the high boost pulley option! :thumbup:

How much does this overspin the blower? Thought JR was pretty close to the manufacturer's maximum recommended rotational speed with the stock pulley.

This a track capable setup that won't eat superchargers as a consumable or a glory pull #lookatmydynonumbersoninstagram setup?

The kit uses about 86% in CARB exempt form. This pulley takes it to 95%.

I think you may have misunderstood. The supercharger isn't at its limit with the Factory Tuned System, The Fuel system is at its limit. The high boost pulley now puts the supercharger spinning closer to its limit, and the need for Fuel System upgrades becomes apparent.

I was indeed speaking of the blower itself.

The search system here sucks, and thus I cannot dig up the specific post in the specific thread. But there was a comparison early on in one of the KW vs JR threads that showed both spinning in the 90,000+ RPM range at the factory redline.

Edit: found it

Mike 86% or 90.6? Either way, looks to come in just under the max impeller speed :w00t:

what i want to know is how long will the fa20 last at these power levels lol.. damnit mike. now i have to starting saving my pennies again for a clutch, fuel pump, injectors and this.. and a money reserve if i blow the engine lmao

Damnit Mike over at CSG got me excited as fck about that Edelbrock E-force SC and then THIS is announced I don't even know what I want anymore........

84-88% counting for deformation, elasticity, and expected slip (normal for any serpentine/ribbed belt system), but 90.6% if you have a theoretically rigid system.

Oops :laughabove:

It just means you need boost ASAP.

Any idea on what we should expect for 93oct tunes?

+20-40, depend on supporting modifications.

Remember, supporting modifications are MANDATORY.

OK, so let me guesstimate on prices to go high boost...

$140 bigger pulley
$150-200 fuel pump
$300-400 700+ CC injectors
$50-200 retune
$700 flex fuel kit
$600-1000 clutch

So real cost is about $2000-2200 for me to add on another ~100 hp. Hmmm...

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Half the price for the same gain over again...

CSG has some packages that will be put together to support the extra boost! ;)

Ooooh. Post something when you do.

But my next mod is bbk, and I'm just waiting until I have the money saved. Current ETA is October 1st, just in time for my birthday :D

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I wonder how reliable this would be on a stock engine assuming the only thing done to it was bigger injectors and a bigger fuel pump.

Well well what do you have in mind?? Do tell

I feel exactly the same brother!

Lol I used to be all about turbos but these superchargers are up there now with exactly my power goals that I want. I'm very impressed and excited.

I have three primary goals that I am looking for from a FI solution and I was thinking that a low mount turbo was the only choice.

1. Minimize heat in the engine bay for sustainable track performance in the southeast.

2. Enough low end torque (3-5K) to make the car entertaining when not wringing it out.

3. Enough highend horsepower to reduce typical shift points to 7K and more opportunity to remain in higher gears and still power out of corners.

I am currently waiting to buy another car so my wife won't have to rotate the FRS anymore, then it's fulltime E85 and transformation time.

this may be a dumb question but how hard is it to swap the pulley for someone who would want to switch from a low to a high boost on a couple of occasion during the year? I have not even seen a kit in person so i don't know what kind of work is involved.

+1 how bad is the pulley swap? Is it as simple as putting a wrench on the tensioner to move the belt off the pulley and keep the pulley mounted, use allen wrenches to loosen the bolts from the pulley to the rotrex and then swap out, putting the bolts back in and placing the belt back into place?

Would their be an easier way or do you have to unmount the rotrex and swap pulleys out of the car? @Jackson Racing

Thinking about a track-side swap in/out and then go home? I like that idea!

Stock motor can take the extra boost?

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Yep

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very very interesting.. The supporting mods make sense for a high boost setup.

I can outline the steps for you.

- Let the car cool down
- Break loose the 6 hex bolts that secure the pulley onto the supercharger
- Release the tension on the serpentine belt. I usually push down the factory tensioner, and then pull the belt out from around the alternator. You can then release the factory tensioner and the belt will be slack
- Take out all 6 hex bolts from the pulley
- Swap pulleys
- Apply a dab of red locktite to the hex bolts and re-insert them to secure the pulley to the supercharger. Hand tighten loosely.
- Press down on the factory tensioner, and re-install belt. Release tensioner. Verify that the belt is properly routed. *double check belt to make sure it is properly routed
- Torque down the 6 hex bolts to spec.

Note: the belt provides all the support/traction you need to break loose and tighten the bolts attaching the pulley to the supercharger.

On a cold car, I can do this in under 5 minutes total.

Bad ass Mike! Looking forward to getting mines.

No need to swap tune maps, as long as car is running 93+ or custom E85 then?

excellent, thanks a lot.


Stupid exchange rate, should have bought that a year ago.

If you are tuned on the high boost pulley, you will be okay running the lower boost pulley, but not vice versa.

It's similar to getting tuned at sea level, and then visiting high elevation where the car will have less air to compress and ingest.

I just wrote this out, posted, and saw @CSG Mike answered. Doh.

Couple of notes:
• Remove the throttle body tube to get to the pulley easier.
• I'd recommend tightening down the pulley before releasing belt tension onto the pulley. You want to make sure the pulley is properly seated onto the Rotrex unit. Then after the belt is on there, do a final torque check. Do not over tighten.

-Oscar Jr.

@CSG Mike @Jackson Racing

With the required supporting mods, i.e. bigger injectors, fuel pump and custom tune, can this smaller pulley be run with 91 octane on occasion? Like on road trips where e85 is not available. The custom tune should be able to pull enough timing when on 91 octane? Or do I have to change my driving habits when on 91. No WOT or redline shifts? I think I understand that there is no point in running 91 with the HBP because so much timing has to be pulled but I'm just wondering would it be safe when I'm not near a e85 station?

Yes you can, but I would recommend keeping it easy; don't redline, and avoid WOT.

Think of it as being similar to running 87 octane in a stock FRS. You technically *can*, but it's not ideal at all.

This is all dependent on how your tuning is setup with your tuner. A lot of guys are doing 91/E85 flexfuel. So yes, in that case you can run the high boost pulley on 91... If your tuner has setup the tuning for it.

I would not blanket trust all tuners to put in the necessary safety that allows a 93+ octane tune to be ran on 91. I also don't trust myself to not go WOT. :)

In the end, the way your custom tuning setup is between you and your tuner. The safety of the high boost pulley on your car is in your tuner's hands.

Lol. I also wouldn't trust myself NOT to go WOT come to think of it.

Long story short, get a good flex fuel 91/e85 tune from a reputable tuner if running HBP with required supporting mods.

Thanks @CSG Mike and @Jackson Racing

Any chance of an updated tune from Jackson Racing for this pulley?

(for those of us that have the carb tune and don't live in CA)

Pat

No. Every setup is different and one tune cannot encompass all the variety of parts you can put on the car. We'll have something in the shack to accommodate for the changes. ;)

Finally...I get to post something before @Jackson Racing and @CSG Mike. YESSSS!

Will the motor really survive for a long time running this type of HP and being beat on? The trans? The Diff? Half shafts?

Will the JR oil cooler keep this oil temps under control on track at this HP level?

We have E85 locally, but only 91 and in most of the surrounding states only 91. Suggestions on a tuner who could produce a safe 91 octance tune for hard use?

1. "For Off-Road, Racing Use Only!"
The power game is such a lustful region to be in.

2. It has so far.

3. 91 is marginal at best. How comfortable do you feel about running 87 octane on a full bolt-on NA setup FA20? Not everybody can be like Austin Powers and have "Danger" as their middle name. :)

1. I know that's why I'm afraid to go down the FI rabbit hole. Something that will hold up to an HPDE weekend and not window the block after 5000 miles is paramount. :) But the extra power would be nice on the track and on the street. I suspect staying with base pulley would be the best idea for me if I decide to go this route.

2. What kind of ambient temps? I just ask because it stays HOT here most of the year. And keeping 375whp cool will be much more difficult than 200whp NA.

3. No sir, I don't like it. I imagine the amount of timing you'd have to pull would skyrocket EGTs. (Since I don't know the voodoo behind the flat torque curve tunes like Emilio used to do for NASA)