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How To Install the Edelbrock Stage 2 E-Force Supercharger
Second Stage Of Steam - Examining the power potential of Edelbrock’s Stage 2 E-Force supercharger system for Coyote 5.0s
First and foremost, no, this is not an attempt to test or play tricks on your memory. You're absolutely right. We really did report on Edelbrock's E-Force supercharger system just a few issues ago. However, that story, Part 2 of our Build Your Own Boss series, covered installing the setup on contributor Vinnie Kung's 2011 GT and testing its mettle on the chassis dyno at Edelbrock's skunkwerks in Torrance, California. While we are once again working with the E-Force hardware for this tech effort, our focus now moves to the second level of the system's performance ability: an upgrade that Edelbrock calls Stage 2 and which bears the part number 15896.
Michael Lee, a ride-or-die member of the L.A. area Street Stangz Mustang clique, provided his '13 GT for the project. The Pony came to us mod-free (we're talkin' stock airbox and all), and for assistance with completing this effort we turn to our friends at GTR High Performance in Rancho Cucamonga, California.
Dynojet is the chassis dyno of record at GTR. We're using their pump to see how much performance owners should expect from a stock Coyote, if they cut to the chase and go directly to the Stage 2 E-Force.
At the Stage 1 level, Edelbrock's boost-maker helped bring 500 hp and 428 lb-ft of torque to the rear wheels of Vinnie's project car (up from 390/372 in original trim). While Michael's Pony starts at a bit of a power deficit by comparison (baseline dyno tests showed 369 rear-wheel horses), its torque is exactly the same as the 372 lb-ft that Hitman's ride pumped out before adding the blower.
We're foregoing many of the installation details in this report, as the only significant hardware difference between the stages is the air-induction setups. Stage 1 makes use of the Coyote's original airbox (a Green Performance high-flow filter element and larger, silicone inlet tube are the only upgrades for the factory setup) and thus keeps the supercharger on the legal side of CARB's stringent emissions laws. However, Stage 2 completely does away with the factory air-intake pieces, introducing a conical/open-style filter to the mix, as well as a smaller-diameter supercharger pulley (3 1/4 inches) and a hotter PCM calibration.
If immediately going for all the gusto is more your speed, Edelbrock does offer a Stage 3 iteration of the Coyote-ready E-Force kit. That setup makes custom tuning mandatory and, on 9 psi of boost, is capable of generating more than 600 hp from an otherwise stock (internally) '11-'14 Mustang GT.
01. We’ve seen this many times: a bone-stock Coyote 5.0L engine right before high-performance surgery starts. The strut-tower brace is the first piece that must be removed, and it does not get reinstalled once the supercharger is in place.
02. Like the Stage 1 E-Force, the next level also uses a PCM calibration that is developed by Edelbrock’s in-house tuning specialists. Ricardo plugs the system’s handheld programmer into the Stang’s OBD-II port, and verifies that the unit recognizes the VIN and stores the Pony’s original PCM strategy.
03. Disconnecting the negative battery cable and removing such items as the air-induction tubing the Mustang’s front fascia and the intake manifold are among the major “disassembly” steps that are necessary for bolting-on the E-Forcce blower.
04. This Eaton GEN VI 2.3L TVS supercharger is the highlight of Edelbrock’s E-Force system. As TVS blowers go, the unit’s “flipped” design (manifold actually sits on top of the supercharger) definitely is unique. The configuration maximizes the manifold’s long runners—enhancing torque—and keeps the 85mm throttle body located dead-center (similar to the OEM intake manifold), which ensures that air flows in a straight shot directly into the blower.
05. Modifying the engine’s front cover is the only “major” modification procedure in the entire installation. Three bosses on the passenger side of the cover are drilled and tapped with 8mm threads to facilitate securing idler-pulley/tensioner-support plate to the block.
06. As a water-to-air intercooled system, the E-Force supercharger relies on this large intercooler (110 square inches) and high-volume coolant pump to provide ample cooling of the air charge.
07-08. Ricardo (right), Eddie Zapata, and Pedro Pazoldan (left) join forces to lay the supercharger down on the stock Cotote engine in Michael’s Pony. A set of fresh, NGK plugs (gapped at 0.026) also is added at this time, as are the kit’s fuel rails and 60 lb/hr injectors. The crew bolts on all of the Pony’s original items that must be reinstalled and, for our test, adds a Kenne Bell Boost-a-Pump for increased pump voltage. Again, the lion’s share of installation details were covered in Part 2 of our Build Your Own Boss series. Dyno-testing the Stage 2 setup is our main objective here.
09. Due to a quickly approaching deadline for this project, we loaded Michael Lee’s freshly boosted ’13 GT on GTR’s Dynojet chassis dyno without its fascia. Of course, this is only a temporary cosmetic difference, which had no bearing on our dyno results.
10. Edelbrock provides PCM tune for the Stage 2 supercharger system. After sending a detailed information sheet (via email or fax) to the company’s calibration techs, a tune is emailed back for uploading into the GT’s PCM, using a handheld flash tuner that is included with the system.
On The Dyno
Here are graphical and numeric breakdowns of our baseline and post-installation dyno runs with Michael Lee's GT. In bone-stock trim, the Stang laid down approximately 370 rear-wheel horses, the average power we've become accustomed to seeing from unmodified, Coyote-powered Ponies. As we noted earlier in this report, Vinnie Kung's Project Build Your Own Boss pumped out 500 hp and 428 lb-ft of torque with the Stage 1 version of Edelbrock's E-Force supercharger bolted on his stocker.
As the data shows, taking things to the next level makes a considerable difference in horsepower (549 at 7,000 on optimal conditions/cooled-engine pull). However, pay close attention to the torque gain that comes from Stage 2, as just under 100 additional lb-ft of peak torque are getting to the rear wheels nearly 2,000 rpm sooner. From a driver's perspective, this means buckle up and pay attention because traction is bound to be compromised when you roll into the hammer and boost starts building. However, as concerning as this may sound, we're willing to bet your smile will be a mile wide when it happens!
|On The Dyno|
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