If you own a Honda or Acura equipped with a K-series engine, you already know it’s one of the most versatile four-cylinder platforms ever built. Whether it’s a K20, K24, or a hybrid Frankenstein build, adding forced induction transforms these engines from peppy daily drivers into serious power plants. Among the forced induction options, superchargers offer instant throttle response, linear power delivery, and no turbo lag. In this guide, we’ll rank and review the top five K-series supercharger kits capable of delivering up to 150 wheel horsepower gains while maintaining reliability when properly installed and tuned.

Why Supercharge Your K-Series?

Supercharging provides a mechanical advantage over turbocharging for many enthusiasts. A supercharger is belt-driven off the crankshaft, so boost comes on immediately as you press the throttle. This makes them ideal for autocross, track days, and spirited street driving where instant response matters. K-series engines respond exceptionally well to positive displacement (Roots-type) and centrifugal superchargers because of their high-flow cylinder heads and robust bottom ends. A well-chosen supercharger kit can push a stock K20 to around 300 whp or a K24 past 350 whp—gains of 100–150 hp over stock—without sacrificing daily drivability. However, installation complexity, tuning requirements, and price vary significantly between kits. Let’s break down the top contenders.

1. Jackson Racing Supercharger

Jackson Racing has been a staple in the Honda performance community for decades. Their K-series supercharger kit is a centrifugal design using a Vortech V3 Si trim head unit, known for its efficiency and reliability. The kit includes an air-to-water intercooler, CNC-machined brackets, and a high-flow intake. Jackson Racing provides a CARB EO number for street legality in California, which is a major plus for those living in emissions-regulated states. Power gains on a stock K24A2 typically reach 280–300 whp (about +100–120 hp), but with supporting mods and E85, some builds exceed 350 whp. The kit is praised for its OEM-like fitment and clear instructions. However, because it’s centrifugal, peak boost builds with RPM, so it doesn’t deliver the instant shove of a Roots blower. Jackson Racing recommends a proper ECU tune—often via Hondata or K-Tuner—to maximize safety and performance.

  • Power Gain: Up to 150 hp (varies by engine and supporting mods)
  • Type: Centrifugal supercharger (Vortech V3 Si)
  • Features: Air-to-water intercooler, CARB legal, included serpentine belt system, bypass valve, high-flow intake
  • Installation Difficulty: Moderate (requires removal of intake manifold and some disassembly)
  • Best For: Enthusiasts wanting a reliable, street-legal boost with excellent top-end power

For more details, visit the official Jackson Racing website.

2. Edelbrock Supercharger Kit

Edelbrock’s E-Force supercharger kit for the K-series is a Roots-type positive displacement unit, meaning boost is available from idle and builds quickly with throttle application. This gives the engine a larger-displacement feel—more torque down low, making it ideal for daily driving and stop-and-go traffic. The kit includes an integrated water-to-air intercooler inside the intake manifold, a high-flow fuel injector set, and a pre-calibrated ECU tune (though many owners opt for a custom dyno tune for more power). Edelbrock claims gains of 100–150 hp depending on the K-series variant. On a K20Z3, expect around 300 whp; on a K24, 330+ whp with a safe tune. The polished finish on the supercharger housing looks stunning under the hood. Installation is more involved than a centrifugal kit because the entire intake manifold is replaced, but the kit comes with comprehensive hardware and instructions. Note that Edelbrock’s tune is conservative; to reach the full 150 hp gain, you’ll likely need an aftermarket ECU calibration.

  • Power Gain: Up to 150 hp (with proper tune)
  • Type: Roots-type (twin-screw) positive displacement
  • Features: Integrated intercooler, 8–9 psi boost, polished finish, included injectors and tune
  • Installation Difficulty: High (intake manifold removal, fuel system work)
  • Best For: Drivers who want instant low-end torque and a stealthy, OEM+ appearance

Check the official Edelbrock page for fitment and pricing.

3. Vortech Superchargers

Vortech is one of the most recognized names in centrifugal supercharging, and their K-series kits are engineered for high-efficiency airflow. The V3 and V7 series head units feature a self-contained oiling system, so you don’t need to tap into the engine’s oil supply. Vortech kits are often chosen for race applications where top-end power is critical. A typical Vortech kit for a K24 can produce 300–350 whp on pump gas, and with race fuel or methanol injection, 400+ whp is possible—though that goes beyond the 150 hp gain scope. The kit includes an air-to-air intercooler, blow-off valve, and all necessary plumbing. Vortech supports many K-series models, including the RSX, Civic Si, and TSX. Because the power delivery is progressive, traction is easier to manage, especially for track use. Tuning is required; most shops use Hondata or K-Tuner. One downside: installation can be tight in engine bays like the DC5 RSX, requiring careful routing of charge pipes.

  • Power Gain: Up to 150 hp (more with intercooler and larger head unit)
  • Type: Centrifugal supercharger (V3 or V7 series)
  • Features: Self-contained oil system, high-flow impeller, ductile iron gears, bypass valve
  • Installation Difficulty: Moderate to hard (depends on vehicle clearance)
  • Best For: Track-focused builds wanting consistent mid-to-high RPM power

Learn more at Vortech Superchargers.

4. Comptech Supercharger

Comptech, now part of the Jackson Racing family historically, offered a unique Roots-type supercharger for the RSX Type-S (K20A2) and later K-swaps. These kits are now discontinued but remain highly sought-after in the used market due to their quiet operation and robust design. The Comptech supercharger uses an Eaton M90 or M62 roots blower, depending on the application. Power gains are around 80–100 hp reliably, but with upgraded pulleys and tuning, 150 hp gains are achievable. The kit stands out for its low noise—no whine, just a smooth intake noise. Installation is involved but the brackets and hardware are well-made. Because these kits are out of production, sourcing replacement parts can be challenging. However, for a period-correct build or a sleeper, the Comptech remains a legend among K-series enthusiasts. Be cautious when buying used—inspect the supercharger unit for wear and ensure the oil has been changed regularly.

  • Power Gain: Up to 100 hp reliably; up to 150 hp with aftermarket pulley and tune
  • Type: Roots-type (Eaton M62/M90)
  • Features: Very quiet operation, cast aluminum intake manifold, included fuel pressure regulator
  • Installation Difficulty: High (requires familiarity with K-series swaps)
  • Best For: Restoration builds or enthusiasts wanting a stealthy, near-OEM power increase

5. AEM Supercharger System

AEM (Advanced Engine Management) is known for its standalone ECUs, but they also produced a complete supercharger system for the K-series, primarily for the RSX and Civic Si. The AEM kit uses a Vortech V3 centrifugal head unit (similar to Jackson Racing’s) but includes AEM’s own intake, intercooler, and electronics. AEM provides a pre-loaded calibration for their Infinity ECU or offers plug-and-play with a reflash for stock ECUs. The power numbers are consistent with other centrifugal kits: 280–310 whp on a K20, with potential for 150 hp gains. One unique feature is the integrated water-to-air intercooler system that uses an electric pump for consistent intake temps. AEM’s customer support is excellent, and the kit is designed for straightforward installation. However, the price is on the higher end, and the included tune is conservative—many owners opt for a custom dyno session to unlock full potential. If you already run an AEM Infinity ECU, this kit integrates seamlessly.

  • Power Gain: Up to 150 hp (tune-dependent)
  • Type: Centrifugal supercharger (Vortech V3)
  • Features: Water-to-air intercooler, AEM-specific intake manifold, plug-and-play electronics, custom calibration
  • Installation Difficulty: Moderate
  • Best For: Users of AEM engine management who want a matched system

See the product page on the AEM Electronics website for current availability.

Comparison: Centrifugal vs. Roots-Type Superchargers for K-Series

Choosing between a centrifugal and a Roots (positive displacement) supercharger depends on your driving style and performance goals. Centrifugal units (Jackson Racing, Vortech, AEM) act like a belt-driven turbocharger, delivering boost proportionally to engine RPM. They are efficient at high RPM and can produce big top-end numbers without stressing the engine as much at low boost. Roots-type kits (Edelbrock, Comptech) provide instant, low-RPM boost, giving a torque-rich driving experience. However, they generate more heat and parasitic drag, requiring better intercooling. For road racing or autocross, many prefer the immediate response of a Roots blower. For drag racing or highway pulls, a centrifugal setup may be easier on the engine and drivetrain. Dyno charts often show Roots kits with a flatter torque curve, while centrifugal kits peak higher in the rev range. Your choice should also consider available space under the hood—some kits won’t clear certain intake manifolds or strut bars.

Engine Preparation and Tuning Essentials

No matter which supercharger you choose, a K-series engine needs some prep to handle 150 extra horsepower reliably. At minimum, upgrade the fuel pump (Walbro 255 or AEM 340), install higher-flow injectors (550cc–1000cc depending on power level), and use a quality engine management system. Hondata K-Pro or K-Tuner are the most common choices, offering wideband support, boost-by-gear, and knock control. Clutch upgrades are also recommended—a stock clutch may slip above 300 whp. For higher boost, consider upgrading the rod bolts and adding an oil cooler. Many K24 blocks can handle 350 whp safely with a good tune and proper cooling. Always have the car tuned by a reputable shop on a dyno with a wideband O2 sensor; mail-order tunes are a risky shortcut for this level of power gain.

Installation Tips from the Community

DIY installation of a supercharger kit is possible for experienced mechanics, but expect to spend 15–25 hours depending on the kit and vehicle. Use a factory service manual or online guides from forums like K20A.org for torque specs and procedures. Pay careful attention to belt alignment and tension—the supercharger pulley must be parallel with the crankshaft pulley to avoid belt slip or bearing wear. Charge pipe routing should avoid rubbing against wiring harnesses or coolant hoses. Intercooler pump priming is critical on water-to-air setups; air pockets can cause overheating. After installation, check for boost leaks using a pressure tester before starting the engine. Many enthusiasts recommend upgrading the radiator to a Koyo or Mishimoto unit, as forced induction increases heat load.

Final Thoughts on Choosing Your Supercharger

Each of the five supercharger kits above can add up to 150 hp to your K-series engine, but they deliver that power in different ways. Jackson Racing offers a proven, CARB-legal centrifugal kit with excellent support. Edelbrock provides instant, grin-inducing torque perfect for street driving. Vortech is a favorite for racers wanting consistent top-end power. The discontinued Comptech is a collector’s item for those building a nostalgic setup. AEM gives you an integrated electronic solution for advanced tuners. Before buying, research compatibility with your specific chassis—RSX, Civic Si, TSX, or CR-V—and consider your budget for supporting mods. A supercharged K-series is a joy to drive, combining Honda’s high-revving heritage with forced induction responsiveness. Choose the kit that matches your driving style, and you’ll have a bulletproof, fast, and fun car for years to come.