Turning the input casting...
Turning the input casting around and looking through the throttle-body opening shows just how unimpeded the airflow is once past the throttle body. A kiss from the CNC machine--visible on the right of the throttle body opening--helps port-match this casting to the Edelbrock throttle body.
As the largest rotor manufacturer in the world, Eaton also brings an OEM level of machining, gear finish, and other niceties to the table. This pays off in extremely quiet blower operation--the injectors are noisier at idle--and capable customer support.
The project engineer on the Edelbrock blower is Rob Simons. He is a Saleen ex-pat, where he engineered on hot Mustangs and the S7 exotic among others. Ironically, this puts him in a competitive position with his old compatriots who are now working across town at Techco. You may recall those other guys just released their own supercharger, which we reviewed last month. Funny how small the world is sometimes.
Rob did all the design work on the Unigraphix 6 software; in turn, the finished programs were fed to Edelbrock's SLS FDM and rapid prototyping 3D printers (which "prints" parts using melted ABS plastic "ink") to quickly check fit and airflow. Such rapid prototyping has seemingly overnight become the standard method for better-funded aftermarket companies. It's an amazingly powerful set of tools and really leverages the promise of digital design.
A simple bypass actuator is...
A simple bypass actuator is used on the outside of the supercharger case. It uses the industry-standard vacuum motor and non-adjustable linkage.
The design capability yields a complete, relatively easy-to-install kit. Our advice if installing the E-Force at home is to budget all weekend for it, strip down the engine and bumper cap on Friday night, and then hit the installation proper starting Saturday morning. It can be done in two days, of course, but we advise you finish up earlier on Sunday rather than eight hours before you drive your Mustang to work on Monday morning. Leave those antics to magazine production.
At the other end of the air gun are some pro shops claiming they can slam on an E-Force in a mere 3.5 hours. You could sell tickets to a show like that. We expect something closer to a day and a half for most pro shops as there is little way to hurry the wiring, neatly route the hoses, and that sort of thing. Anyone quoting a few hours installation is putting a whole squad of people on the project.
Inside the case the bypass...
Inside the case the bypass blade is visible at upper right. It allows air to communicate between the supercharger and charge-cooler sections, nearly eliminating the power load to rotate the supercharger under cruise conditions. The open nature of the rotor inlet area is also visible here.
You'll note our installation is on a Bullitt, not a GT. The only mechanical differences are the addition of the Bullitt's strut tower brace--it clears the E-Force as if made for it (ironically, Edelbrock's own strut tower brace doesn't because it picks up the cowl in addition to the strut towers)--and the cold-air induction. Electronically, the Bullitt doesn't get along with the pre-programmed files in the Diablo, but Edelbrock and Diablo sorted that out so it isn't an issue with customer kits.
We think the E-Force is a contender for S197 blower glory. The pricing is attractive for a positive-displacement blower, the hardware is OEM quality, and installation on par with the market. Reserve capacity appears good for those wanting to step up the boost, and Edelbrock products are available everywhere. There's even an optional warranty.
We also had the pleasure of driving the Bullitt test car for a quick street evaluation. It's a blast, with a good torque hit and a strong pull all the way to the fuel shut-off. This type of power is perfect for the current crop of heavier Mustangs, the ample low-rpm torque starting the fun right away and lasting right through to redline.
Off-boost the Edelbrock installation ran like a stocker, with good low-end power and response thanks to its long intake runners. The Edelbrock supercharger is also hushed, easily the quietest of the current crop of positive-displacement superchargers. Off boost there is essentially no blower whine, and a non-enthusiast (that's your mom, Bub) would never know the car is blown.
 With the rear cover off the...  With the rear cover off the drive gears, the rotors are visible. A large number of small teeth are used on these gears, which result in the quietest blower drive we've (barely) heard. |  The vertical section of the...  The vertical section of the intake runners is a separate casting from the main blower section. Only six bolts are used per pair of runners, but good metal/rubber gaskets and receiver grooves (not visible here) mean sealing isn't an issue. Overall, the E-Force offers 15-inch long runners for great torque production. This helps both off-boost for naturally aspirated wave tuning, plus it offers a large column of pressurized air when charging at full throttle. |  Edelbrock has its own silicone...  Edelbrock has its own silicone hose made for the air-box-to-throttle-body connection. The bulged section allows more give from the hose when the engine torques over. |
 Edelbrock fits its own 85mm...  Edelbrock fits its own 85mm throttle body to every E-Force blower (not just upgraded units) to ensure no airflow restriction. Throttle-body size is a hotly contested figure in supercharger circles, with Edelbrock saying its single-blade, round throttle body is more than adequate. In fact, it should flow up to 1,000hp worth of air. |  Ford used plastic gears on...  Ford used plastic gears on its throttle body because that is the only material that withstands the constant, high-speed action these electronically controlled throttle bodies endure when holding a steady idle or constant torque output. Edelbrock had to buy an injection-molding machine to follow suit, but like Ford, has durable plastic gears on its throttle body. These are molded onto their shafts and cannot slip. |  When you own an aluminum foundry,...  When you own an aluminum foundry, there is little doubt how your engine accessory brackets will be made. This cast-aluminum alternator bracket accommodates the reversed alternator and mounts, and a serpentine idle pulley as well. |