Jackson Racing Supercharger Owners Thread

[HaXx]

Originally Posted by DaveB.inVa

In other words, keeping the same power output as a C30 supercharged vehicle, would the C38 be stressed less, generate less heat or anything because it is spinning slower?

From my understanding, power is generated from your amount of boost and boost is determined by pulley size, standard or high boost pulley. I dont think you can "down tune", just "shit toon". A c38 is going to make what it makes, tune dependant, and ur gonna want a good dynotune, not a crap "toon". Sound like you want the gold standard, reliable, not stressful to stock engine components, and that's exactly what the c30 it. It's what I have too, no supporting mods (no injectors/clutch/ or oil cooler), just a professional install and rock solid dynotune from a reputable shop. No drama, big fun.

[CSG Mike]

Originally Posted by DaveB.inVa

In regards to the C30 or C38 kits, is there any advantage to supercharger life to run the C38?

In other words, keeping the same power output as a C30 supercharged vehicle, would the C38 be stressed less, generate less heat or anything because it is spinning slower?

Does anything make it worthwhile to spend the extra $100 for the C38 during an initial purchase if I'm only wanting about 240-250 whp?

I've searched and read through this thread over time and always read about those wanting more power from the C38 but I'd not seen any answers from that angle I guess.

I recommend the C30 for you. There is no difference in supercharger life.

[snowdog]

I have been running for a few years without issue. However yesterday I have a CEL and thought I'd use my ecutek cable to see if it could tell me what code it was. Plugged in and software needed to be updated, So I updated. Detected vehicle and ran the Vehicle DTC Tool.

The following is what it showed me:

"Performing DTC Operations on...
Reading DTCs...
OBD Error during reading DTCs: No Response to ODB Request
End of DTC Operation

Any thoughts?

[JDMChris]

Originally Posted by snowdog

I have been running for a few years without issue. However yesterday I have a CEL and thought I'd use my ecutek cable to see if it could tell me what code it was. Plugged in and software needed to be updated, So I updated. Detected vehicle and ran the Vehicle DTC Tool.

The following is what it showed me:

"Performing DTC Operations on...
Reading DTCs...
OBD Error during reading DTCs: No Response to ODB Request
End of DTC Operation

Any thoughts?

You try unplugging then replugging it in? Is it dirty?

[snowdog]

ya, tried a couple of times.

Took it in to the auto parts store and tried their CEL reader.
P0390
P0391

Do you think this is tied to the tune or something else?

I would still like to know if others have had ECUtek DTC problems

[axelthrasher]

Originally Posted by axelthrasher

It's boost season! I have some C30 JR supercharger stuff to sell for cheap:
$130 Jackson Racing High Boost Pulley
$75 Jackson Racing V2 hard pipe
Someone buy this stuff!

Price drop:

$100 Jackson Racing High Boost Pulley
$40 Jackson Racing V2 hard pipe

[mistople]

Bit of a left field ask here:

I have the JR NA oil cooler currently installed. I plan on installing the JRSC along with the NA->FI conversion for the oil cooler. The conversion utilizes new cooler lines—any tips on how to avoid an oil spill all over my floor when swapping in the new lines?

[new2subaru]

Drain it completely.

[CSG Mike]

Originally Posted by mistople

Bit of a left field ask here:

I have the JR NA oil cooler currently installed. I plan on installing the JRSC along with the NA->FI conversion for the oil cooler. The conversion utilizes new cooler lines—any tips on how to avoid an oil spill all over my floor when swapping in the new lines?

Disconnect the cooler bracket. Remove cooler from the bracket.

Then disconnect the lines.

Keeping the end of the lines higher than the core, pull the assembly out of the car. This is like elevating a cut or wound to help it stop bleeding.

Drain the cooler, and you'll have no issues from here.

[HaXx]

Need for re-dyno after header install?

I'm boosted on c30, no supporting mods. I have a cat back on that was present during the s/c install/dynotune. 262/192 wheel.
I'm considering getting an el catless header now. If I need to retune I'll pass. If I can bolt on, no retune I might go for it.

[ltown]

can you run stock airbox on jackson racing kit?

[J1Avs]

Originally Posted by HaXx

Need for re-dyno after header install?

I'm boosted on c30, no supporting mods. I have a cat back on that was present during the s/c install/dynotune. 262/192 wheel.
I'm considering getting an el catless header now. If I need to retune I'll pass. If I can bolt on, no retune I might go for it.

I would definitely retune, if you were going catted, maybe you could get away with it, but with the additional airflow a catless EL is going to enable, I feel a tune is necessary to actually reap any major benefits out of it. Personally, I’m also of the mindset to want my tune to be 100% in line with what’s going on with my car, because with boost, any margin of error just doesn’t seem with the worth it.

[J1Avs]

Originally Posted by ltown

can you run stock airbox on jackson racing kit?

Negative, no room. The JR comes with it’s own intake filter and pipe that feeds directly into the Rotrex.

[J1Avs]

Originally Posted by J1Avs

I would definitely retune, if you were going catted, maybe you could get away with it, but with the additional airflow a catless EL is going to enable, I feel a tune is necessary to actually reap any major benefits out of it. Personally, I’m also of the mindset to want my tune to be 100% in line with what’s going on with my car, because with boost, any margin of error just doesn’t seem with the worth it.

Also, if it helps put it in perspective. I currently run a catted JDL UEL (that’s gutted), with a JDL catless/resonated FP w/ my JRSC. On Friday, I’ll be swapping to the PTuning Race Header and JDL UQFP and will be retuning to account for the new cat and well as the flow differences between the UEL and EL.