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Jackson Racing on the Slip Angle Podcast



We had the guys from the Slipangle Podcast come by the shop to talk with Oscar Sr. and Jr. Little did they know how many stories they would get! So check out the special 2-part episode of the Slipangle podcast. For more information on the guys from TrackTuned/Slipangle visit

Part 1 –

Part 2 –

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CR-Z Owner Impressions

“Thanks for providing what Honda CHEATED us on.”

Meet and Greet between two Jackson Racing CR-Z Owners
Meet and Greet between two Jackson Racing CR-Z Owners

Jackson Racing Supercharged CR-Z Owners are really excited about their supercharger systems! Check out what they have been chatting about:

“Overall impression of the car is GREAT! This is how the concept of a hybrid sports car should be. Good gas mileage but very torquey and it pulls like crazy. Lets just say the traction control light come more frequently now. The car always seems to want to go faster…”

“The Jackson Racing supercharger is the best purchase I did besides the car itself. I have complete trust in the quality and the performance of JR supercharger that I had it in my car before my first service light ever went on. This kit makes the CRZ the true sport hybrid that Honda was trying to achieve. I previously owned 95 Civic EX and had the JR Eaton blower installed on my car around 15,000-20,000 miles on my engine. My civic out lasted all of my friends turbos and served as a daily driver that accumulated over 100 miles a day. I sold the car when it had 140,000 and it was still running good. I expect nothing less than the CRZ Rotrex.”
– Ken, CR-Z MT, Northern California

“My CRZ is NOW awesome, if Honda had this on the CRZ stock I can guarantee they wouldn’t be able to keep these cars in stock. Thanks for providing what Honda CHEATED us on.”

“First drive around the block I was in total awe, but when I shifted to the paddles OH MY GOSH. This supercharger on our cars is what Honda needs to beg Jackson to license to them as they have done ALL the hard work. I can guarantee if someone was on the edge about buying this car from the dealer and this is how it came from the factory it would sell itself after a test drive.”

“When I put it in sport mode and floor it its like you get sucked into the seat it and hauls. Cruising on the highway I can get up to 80 plus and not even realize how quick I did. The drive is smooth.”
– Atley, CR-Z CVT, Hawaii

“I’ve been beating on my car HARD on the “Tail of the Dragon” and had absolutely no issues working the car so hard. This SC kit is rock solid!”
“…It’s an amazing kit; once you drive one, you’ll understand!”

– Jesse, CR-Z MT, Florida

“…All the people that I have handed the keys to, they drive it come back with a smile and grin saying ‘wow’ and ‘this is bad ass I want one'”
– Raul, CR-Z CVT, Southern California

“Let’s just say my cheeks are sore from the constant grinning i’m doing!”
“…it feels like a COMPLETELY different car.”

– Ricky, CR-Z CVT, Northern California

CategoriesArticles News

Temple of VTEC Test Drives the JR CR-Z

Shawn Church at Temple of VTEC got behind the wheel of our Jackson Racing CR-Z after the supercharger system release back in August. After a long weekend with the CR-Z, what was his opinion?

“So what is it like to drive a supercharged CR-Z for a week? Well, I put about 500 miles on Jackson Racing’s development car. I traversed Los Angeles rush hour traffic. Hit the highways for 2 hours of straight line cruising, blasted the back roads and the canyons and commuted back and forth to work on city streets…

…First, let’s cover the tuning of this kit. One of the biggest issues with aftermarket forced induction is that you’re usually depending upon someone of questionable skill to recalibrate the factory ECU to handle boost. And that’s if you’re lucky. Some kits come with piggyback computers that trick the factory ECU. In either case, usually something suffers and poor calibration tends to show up in the worst situations – like stop and go traffic, or trying to start from a stop going uphill, or during extreme hot or cold start scenarios. At some point, you’re going to be reminded that the factory engineers put one to two orders of magnitude more time into their calibration work than whoever sold you the kit did into theirs. Unless its the Jackson Racing CR-Z kit. As a tuner, I’m particularly sensitive to tuning issues and I was, of course, on the lookout for anything on the CR-Z. Worst case scenario would be that I could give Doug MacMillan at Hondata a gentle ribbing if I found something. Except that I didn’t. Really. Absolutely nothing. All that time spent getting this car to pass EPA and CARB testing means that it drives just like OEM, but with more power. Might there be more power if you don’t have to pass those tests? Probably, but in reality, for most owners, this is a set it and forget it kit. My hat goes off to these guys for a fantastic job…

…In the canyons, the JR CR-Z powertrain continues to shine. Smooth predictable power means that you can modulate power to limit wheelspin from the inside tire (no LSD) when powering out of corners. Heel-toe downshifting was intuitive and simple (again, no throttle lag and Honda doesn’t interfere with brake/throttle overlap – yet). The Rotrex blower makes its presence known audibly, but it speaks quietly instead of screaming in your ear. And when the canyons turned into city traffic, the JR kit was nearly transparent, except for the light breathy sound of the supercharger’s recirculation valve when lifting off the throttle at low speeds. Oh and the occasional chirp of the front tires as boost builds in first gear when you give it full throttle to execute a pass. In fact, the factory tires, with 25k miles and a couple of track days, were probably the biggest impediment to speed with the JR kit. From a low speed roll, mashing the throttle in first gear would result in copious wheelspin starting at around 4500 rpm if you didn’t modulate the throttle. With fresher (or simply _better_ ) tires, acceleration at low speeds would be dramatically improved. And speaking of acceleration, with 250 lbs of driver and gear, our best acceleration time to 60 mph as recorded by our Racelogic Driftbox was 6.9 seconds starting with a full 8 bars of charge. Our average time was around 7.2 seconds with 6 or 7 bars. With a better driver (I’m definitely not the fastest drag racer at TOV) and better tires, I think consistent 6.5 second 0-60 times are quite reachable. And while we didn’t have space to run a full 1/4 mile, I would predict a 14.9-15.2 second elapsed time with a 92-94 mph trap speed.

By now, some of you are probably muttering to yourself, “What about fuel economy?” since this is a fuel sipping hybrid with a touch of sport. Well, I think you’ll be impressed. Despite a heavy foot and extensive canyon running, our average over 500 miles was 34 mpg. Excluding the canyon runs, our 60% highway/40% city average was just over 37 mpg. And keep in mind I’m no hyper miler. I set the cruise control at 75+ mph on the highway when I could, I drove the car in sport 90% of the time, and I like to mash the gas around the city. I think that 40 mpg will be easily achievable for most people on the highway which basically means that you’re not really giving up any fuel economy if you don’t want to (IOW – restrain your right foot). In fact, even under our most brutal abuse in the canyons, we were hard pressed to go under 25 mpg. Of course, you are required to use 91 octane with the JR kit, but if you’re looking for the extra power, that’s a small price to pay in my opinion.”

Read more here: The Temple of VTEC: Jackson Racing CR-Z Supercharged Test Drive