This reflash is an update to the JRSC reflash. The new reflash (Part # JRSC
052-363) which is available Mar 10 2004:
- Caters for all boost levels up to 7 pounds
- Improves starting under hot conditions
- Improves the part throttle to boost response
- Is smoother in overall operation.
Also see JRSC Race Install
RSX Type S with Jackson Racing Supercharger with an existing Hondata reflash:
We do not recommend the use of nitrous with this reflash.
For these applications use the K-Pro.
This upgrade is free to all existing JRSC customers that have the Hondata race reflash. The 3.4" pulley for the 7psi boost upgrade is available now (part # 052-515) from Jackson Racing and their dealers and require the reflash first. The reflash upgrade procedure is detailed here.
Hondata does not sell direct - all sales and payment must be conducted
through Hondata dealers. The
information form must be sent with your ECU.
- Up to 100 peak wheel hp from a stock RSX depending on the boost level, dyno and modifications.
- 30-50 ft/lb torque increase between 2500-8700 rpm.
- Rev limiter raised to 8700 RPM
- VTEC point lowered between 4000 rpm at wide open throttle and 5600 rpm at cruise.
- No measurable difference in emissions from stock with stock exhaust.
- Fully dealer compatible - works with all Honda scan tools and equipment.
4" pulley to 3.4 pulley 7 psi boost upgrade
The lower power curve is the JRSC Race kit with headers, cold air intake and 4" (5 psi ) pulley. The 4" pulley was swapped for a 3.4" pulley using the belt as supplied with the JR kit. The stock catback was swapped out for DC twin cannister catback. Peak torque increased 20 ft pounds and peak power 30-35 hp.
Upgrade for existing naturally aspirated Hondata customers
If you are an existing Hondata customer with a naturally aspirated K20A2 engine (RSX Type S) and already have a Hondata reflash and want the Jackson Racing supercharger here is what you do:
Purchase the JRSC street kit, then through any Hondata dealer purchase.
- JRSC reflash, RC 440cc injectors, and MAP relocator, $795
If you already have a supercharger and do not have a Hondata reflashed ecu, you will need to contact
Jackson Racing or one of their dealers for the upgrade.
- K20A2-JRSC: 4000-5600 VTEC point and 8700 rpm REV limit
* Nitrous and boosted applications are not compatible with the Hondata ecu reflash. Use them at your own risk. Nitrous is compatible with the Hondata K-Pro ECU upgrade, but it must be tuned. A 318 HP nitrous assisted supercharged RSX dyno plot as tuned with the K-Pro can be found here.
JRSC Race vs Street kit
This dyno plot shows the difference between the base JRSC RSX Type-S and the upgrade to the race kit. This car had a stock exhaust system and would make closer to 250 hp with headers and catback.
JRSC Race vs stock
This dyno plot shows the difference between a completely stock RSX Type-S and one that is Jackson Racing supercharged with Race kit installed and CAI. In both dyno plots the exhaust system was stock . Closer to 255 hp could be made with headers and catback.
What if you have modifications?
We have tested short ram, cold air intakes, headers, test pipes and
exhausts. The programs
have been tested to work well with any intake, but a cold air intake is highly
recommended. We have noticed that when using a short ram the boost levels
drop by .3 to .5 lbs of boost.
Firstly, if a computer program gives you 15 HP and an intake gives you
15 HP then you will have 30 more HP? Right? Wrong! If this were the case
and you added all modifications possible to your car you would have to
stop every few days to drain the fuel tank from all the excess gasoline
you were generating. In the example above you might get something like 22
HP instead of 30.
If you have nitrous this program will probably not be suitable due to
the aggressive ignition advance used.
Findings in brief
Long cold air intakes work the best. The long cold air intake we tested
with added significant torque between 4000-6000 rpm compared to a short
ram. Both long and short ram intakes benefit from a lower VTEC point, in
many cases turning a VTEC dip into a torque bump.
The RSX runs rich in stock form. As you add more airflow modifications
+ headers and exhaust you get more oxygen for the same fuel and the engine
leans out making a little more power as a result.
For consistency in dyno testing we suggest you follow the dyno
procedure outlined here.
Rev limits and Valve springs
Based on information from TODA Japan, the Type-S and Type-R have the
same exhaust valve springs. However the intake side uses F20C (S2000)
intake springs for the outer spring and a Type-R for the inner spring.
TODA also mentioned that Honda is now using single springs of a higher
class material for the newer Type-R's.
The interpretation here is that the stock valves are good. We have had
a test vehicle (K20A2 in a Civic Si) running with an 8900 Rev limit for 2
months now. In this car you change gear when the Rev counter points to 20
Any increase in RPM limit though is at your own risk. If you suffer
engine damage that is related to excessive revs Honda/Acura will not cover
your warranty. If this of a concern, upgrade your valve train or use a
program with a stock rev limit.
This program incorporates a floating VTEC point. This means that if you start from idle at wide open throttle then you will have VTEC engage at 4000 rpm, and if you are just cruising at part throttle VTEC will engage at 5000 rpm. If you go wide open throttle from cruise at any point between 4000 and 5600 rpm then VTEC will engage at that time.
The immobilizer feature on the US Spec RSX is the most advanced to
date. The ignition key, the immobilizer box and the ECU are all matched.
It there is not a match there will be no fuel or spark. Japanese ECUs have
less protection and are more easily bypassed.
Shawn at Church Automotive Testing
for the Dyno facilities, testing and useful feedback. Shawn has a lot of
RSX dyno plots on his Dynapack dyno if you would like to compare your
RSX's performance and you live in California.