Hey, it's OzHonda!!!
Seriously though, you can pretty much ignore all of page 1.
All FI solutions push air. Whether or not this is additional strain on the engine is not a result of revs, but throttle position. If you're not WOT (whole open throttle) much of that extra air will be vented off by the BOV (or bypass valve).
Also, I think someone is getting confused between J's Racing (Japanese tuning house) and Jackson Racing (US company formed by the Jackson family). To my knowledge J's don't make an FI kit and certainly not a PD supercharger. Jackson made several for the B and D series engines but not for the F20C. There was a PD supercharger for the S2000 made by someone but I don't believe it's in production anymore.
A centrifugal supercharger is driven by the crank but due to the scroll like design of the centrifugal compressor produces boost in direct proportion to RPM. At low revs it produces very little. At redline it produces it's maximum output. This is not ideal for the S2000 as it has such a long rev range. If your centrifugal SC produces 6.5psi at 9000rpm, at VTEC changeover point (6000rpm) it's probably only producing 4psi.
If you see this as a benefit we'll have to agree to disagree.
Contrary to popular opinion the 'nothing, nothing BOOOST' idea of a turbo is incorrect or at least outdated. If you purchase a properly sized turbo for your application you will not even notice the supposed 'turbo lag'. Even the Greddy kit (basic, but out top-ends the basic Comptech and Vortech kits) is at full boost by about 4000rpm. My ball bearing GT3076R peaks at 21psi but producing 16psi by about 6000rpm. Turbo lag my arse.
So basically my turbo produces way more top end than any of these kits, and has a much bigger midrange, yet unless I choose to put my foot down (and I often do
) puts no more strain on the engine than NA.
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