The two water fittings for...
The two water fittings for the charge cooler are AN with slip-on connections. If threaded AN braided hose is desired, it's as easy as substituting the appropriate AN fittings.
On boost, the E-Force does emit a rather polite blower whine but it's subdued. You'll hear it and get a kick out of it for the first week after bolting on the blower, but after that, it's just another sound you sorta forget about because its mainly in the background. Put another way, we can hear the blower if the windows are rolled up and we hit the gas, but if the windows are down, the stock exhaust note drowns out the blower whistle.
The 3.73 gears in the Bullitt are a good match. They aren't too low in First for standard driving, and really get the car out of the hole when trying hard. Switch off the traction control, turn her in aggressively, hit the gas, and it's easy to play drift king.
On The Dyno
Edelbrock has three engine dynos and one chassis dyno in house, so they have plenty of data on the E-Force supercharger. In round terms, they rate it at 466 hp and 439 lb-ft of torque at the flywheel. On its chassis dyno, it typically makes around 410 rwhp. As expected, the E-Force puts out the smooth, textbook-flat torque and rising horsepower curves associated with a positive-displacement blower.
The Bullitt in the installation photos posted 404 rwhp at 6,281 rpm and 386 lb-ft of torque to the rear tires at 4,362 rpm on Edelbrock's SuperFlow chassis dyno, detailed in the dyno figures shown here. Of course the power peaks don't quite land on the exact rpm figures we've listed, but those are the peak numbers. In our previous Bullitt experience, a stock Bullitt lays down 264.90 hp and 282.22 lb-ft of torque to the tire on a Dynojet, so call the E-force a 140hp upgrade.
| RPM | Power | Torque |
| 2,900 | 197.4 | 358.7 |
| 3,000 | 214.8 | 372.0 |
| 3,200 | 232.9 | 379.0 |
| 3,400 | 250.7 | 384.5 |
| 3,600 | 264.6 | 383.7 |
| 3,800 | 279.3 | 384.1 |
| 4,000 | 295.1 | 385.8 |
| 4,200 | 309.4 | 385.5 |
| 4,400 | 324.2 | 386.0 |
| 4,600 | 338.5 | 385.8 |
| 4,800 | 347.8 | 380.4 |
| 5,000 | 360.6 | 375.7 |
| 5,200 | 368.5 | 370.0 |
| 5,400 | 375.9 | 364.7 |
| 5,600 | 383.6 | 360.1 |
| 5,800 | 392.9 | 354.8 |
| 6,000 | 400.1 | 348.4 |
| 6,200 | 403.6 | 342.0 |
 Edelbrock's charge cooler...  Edelbrock's charge cooler slides into the blower housing cartridge-style. It's a 2-inch thick, dual-pass design measuring 110 inches in surface area. It may be the largest effective-area charge cooler in the Mustang market. |  Edelbrock uses "the same Bosch...  Edelbrock uses "the same Bosch pump everyone uses." Indeed, this Bosch pump is the current industry favorite (because it works). It's seen here as it comes out of the box, bolted to its mounting bracket |  Edelbrock's goal is to make...  Edelbrock's goal is to make the E-Force as plug-and-play as possible, which explains the dedicated, labeled wiring jumper harnesses. |
 Every E-Force ships with its...  Every E-Force ships with its own DiabloSport Predator handheld tuner. It's loaded with every Edelbrock tune, including Manual, Automatic, and so on. There are nearly 30 calibrations to choose from, an easy process done by connecting the Predator to the car's underdash OBD II service port and following a few quick menus. |  Completely installed the E-Force...  Completely installed the E-Force looks at home, save for the numerous Edelbrock scripts. Hood clearance is not an issue and access to the injectors, sparkplugs and coils is as good as stock. |  |
 |  Step one in the installation...  Step one in the installation is to remove the bumper cap. This looks like a big job, but it's not so bad. The inner fender liners are removed, then the cap. Several bolts are involved, a few electrical connectors, and some of those plastic nails. A specialized plastic-nail removal tool is definitely handy for this. |  The top of the engine is stripped...  The top of the engine is stripped down to the valley. This is essentially removing the intake manifold along with the fuel injectors and associated plumbing and wiring. The Edelbrock instruction manual takes you step-by-step through the process. |
 A hallmark of the Edelbrock...  A hallmark of the Edelbrock installation is pulling some wiring out of its connector and installing it in new Edelbrock connectors. Patience and a supply of small picks and screwdrivers is what you'll need for this. There is only one cut and splice wire--the one to the charge-cooler pump. |  The reason for pulling the...  The reason for pulling the bumper cap is to install the charge-cooler radiator and pump. These are easy bolt-on jobs, followed by minor hose routing when fitting the cooler inlet and outlet hoses. |  The charge-cooling reservoir...  The charge-cooling reservoir attaches to the right strut tower. On our Bullitt this meant going under the brace; there was plenty of stud length to accommodate the tank bracket and the Bullitt brace. |