Supercharged 1996 Honda Civic

Torque is one of those things that 1.6-liter four-cylinder engines are supposed to have only in meager quantities. In lieu of the twist available in larger engines, the tiny four-banger provides extreme fuel economy and, if it's in a Honda Civic, brilliantly smooth operation along with that company's expected exceptional quality. Jackson Racing (Dept. MT, 7281 Westminster Ave., Westminster, CA 92683; 714/891-1113), though, has added to the current Civic EX's tiny four what shouldn't be there-tire-smoking torque.

The trick, of course, is a supercharger. In Jackson Racing's case, it's a tiny version of the Eaton Roots-type vaned blower used by GM atop its 3800 V-6 and by Mercedes alongside the 2.3-liter four in the SLK roadster. Jackson Racing's $2695 "Sebring" system for the Honda Civic EX's 1.6-liter SOHC 16-valve VTEC four feels at least as natural as either of those factory-crafted installations and may be even more effective.

Because Honda insists-unlike every other manufacturer on earth-that its engines rotate counterclockwise, adapting the Eaton presented several engineering challenges. The solution was to build a special version of the blower that spins in the engine's direction-and the 45-cubic-inch unit Eaton builds for Jackson does just that. Snugged between the car's engine and firewall, this tiny compressor is driven by its own belt from the crankshaft and exhales into a Jackson intake manifold. Jackson builds the kit specifically for fitment to the stronger, more powerful 127-horsepower VTEC engine in the '92-and-later Civic EX model and requires the use of 92-octane fuel. Fitment to CX, DX, LX, and whatever other X model is an Rx for headaches.

One of the particularly attractive aspects of the Eaton supercharger is its 82-percent thermal efficiency. Jackson claims that, because the maximum temperature rise that can be expected from the blower is only 74 degrees Fahrenheit, no intercooling schemes are necessary. There is also an integral bypass system in the unit that cuts off boost when it's not needed (high manifold vacuum, idle or cruise). In addition, because the Eaton is designed for OEM installation, it is expected to last for approximately 125,000 miles.

Except for the adoption of a fuel injection rail pressure regulator and Jackson's Cold Air Induction intake system, the engine in the '96 coupe test car was stock. A Jackson cat-back exhaust system was used, but the standard exhaust manifold was retained. Put it together with a modest maximum 7 pounds of boost available (2 psi just off idle), and Jackson claims 181 horsepower at 6900 rpm and 158 pound-feet of torque at 3400 rpm-up from 127 horsepower at 6600 rpm and 107 pound-feet at 5500 rpm for an unaltered engine. A glance at dyno sheets provided by Jackson shows 110 pound-feet of torque making it to the drive wheels at just 2250 rpm, and it doesn't drop below that level until the engine's rev-limiter steps in at 6750 rpm. This isn't a big V-8, but the heft of the torque curve is amazing for such a tiny engine.

This particular example of the supercharging system was showcased in a '96 Civic EX outfitted aggressively, but reasonably. A Quaiffe torque-sensing differential takes power from a 16-pound-lighter-than-stock flywheel attached to the stock five-speed manual transmission. The car is lowered 1.5 inches with Tokico springs and shocks and has a front strut tower brace and brakes upgraded with Jackson Racing rotors and 205/40ZR16 Pirelli P Zero tires on TSW wheels. The body is finished in Xenon ground effects, a Jackson Racing deck spoiler that has a disco-era look to it, and "Supercharged" logos that owner Oscar Jackson admits were swiped from a Buick Park Avenue.