Edelbrock E-Forces the 2011 Mustang into 500 HP of Pressurized Fun

We live in a world controlled by pressure.  Pressure to follow the laws, pressure to make a good living, and even pressure to finish this article.  While pressure is typically associated with things that are bad, why can’t they be good from time-to-time? Pressure makes you faster and impresses the ladies too.  If you can’t figure out what we are talking about by now, we are talking about boost pressure and the desire to push the limits of your vehicle.

One of those companies that is good at adding a lot of pressure to the mix is Edelbrock and their relatively new E-Force supercharger systems. Newly developed superchargers means they have the latest and greatest technology built in.

To start things off we made the trip up to Edelbrock’s facility in Torrance, Ca to drive their E-forced (and of course red) 2011 Mustang project car. When it comes to driving someone else’s car, typically the rumble of it will give you an initial perception of how fast it is; when you get into something that is loud and shakes to the motion of the pumping rotating assembly…then it better be fast.

How’s it cruise? Exactly like stock. The power delivery? Instantaneous.

However sitting in and turning on the Edelbrock’s 2011 Mustang feels no different than being in a box stock Coyote – it purrs like a kitten, its comfortable and quiet.  Now, when you drive a car that sounds stock and turns out to be fast, that can be more impressive than driving a faster car.

The shop car is Ford’s new automatic 6-speed that has proven to be just as fast as its manual counterpart, and when it comes to having a boosted application, the automatic is desirable due to the lack of boost drop between shifts.  The E-Force supercharger comes on violently from a dead stop and truly does throw you back into the seat.  The puzzling part is the lack of sound from the twin screw Eaton TVS Gen VI supercharger; you’d think that you were driving a factory-stock 2011 Mustang on steroids, it’s that quiet. “Eaton’s new TVS rotor group is really a great piece, and feature a four lobe configuration with full 160 degrees of twist that helps volumetric and thermal efficiency,” explained Rob Simons of Edelbrock.  “This requires the engine to work less to make power, which creates less heat, and reduces unwanted noise.”

Thanks to the E-force’s integrated bypass valve that helps reduce parasitic loss under light throttle, allows the Mustang to drive completely like stock when not in boost.  On top of that gas mileage loss is nearly unnoticeable.

Why are Eaton’s TVS rotors so quiet?

The fourth lobe and added twist, when combined with redesigned air inlet and outlet ports, creates a smoother, more efficient flow of air into the engine and has improved noise and vibration characteristics.

Edelbrock’s Unique Supercharger Design

Most roots or screw type superchargers will receive the air from a rear mounted supercharger inlet, compress the air, force it downwards through a intercooler and set of short runners as it makes its way to the combustion chamber.  To get a front mounted throttle body in this design a jack shaft is typically needed.

Edelbrock’s TVS design introduces the air naturally through the front of the motor, compressed and sent upwards through the intercooler.  “The inverted design allows for a larger intercooler (110 square inches) because it is not constrained by the width of the engine valley,” explained Simons. “In addition, it lends to a smoother runner path with fewer, gentler bends, for less restriction.” Once cooled, the air is transmitted into 15-inch longer runners that are designed to improve low end torque before it enters the combustion chamber.

Power Gains Expanded

There is always the manufactures published power numbers that are usually made on an engine dyno and then there is those that independently install and test on shop vehicles, Brenspeed was lucky enough to get their hand on one of the first kit and install it on a shop mule Mustang. The dyno numbers are as followed.

Click the dyno graphs for larger version

• Baseline with Pypes mufflers only – 354 rwhp, 356 lb/ft
• Edelbrock supercharger with standard calibration at 5 psi – 464 rwhp, 419 lb/ft – gain of 110 rwhp, 63 lb/ft
• Brenspeed’s custom calibration – 493 rwhp 430 lb/ft – gain of 29 rwhp, 11 lb/ft
• Added competition air inlet – 509 rwhp 442 lb/ft – gain of 16 rwhp, 12 lb/ft
• Total gains – 155 rwhp 86 lb/ft

You might be thinking, “How was Brenspeed able to pick up 29 horsepower over the standard Edelbrock calibration?” Well, that is because Edelbrock’s tune is very conservative, which allows them to offer a three year/36,000 mile powertrain warrantee and maintain CARB legality for that additional peace of mind. The competition air inlet is one that can be found by many manufactures and allows for improved air flow over stock and a slight bit more boost due to that less restriction.

Brenspeed’s shop E-Forced Mustang runs 10.94 and gets some air under the front tires!

Installation Highlights

First follow the steps that removes the front bumper, vacuum lines, and stock intake. Once you have access to the bottom of the radiator, use the drain plug on the passenger side to drain the coolant.

There are a few more coolant and vacuum lines that must be removed before getting to the fuel rails (that won’t be reused), which will be removed with the injectors. Be careful of fuel spillage when removing the fuel rail’s feed line by placing a dry rag around it upon removal.

Use an 8mm socket to remove the ten manifold bolts. Pull the manifold forward slightly to remove the four main engine wiring harness pins. Carefully remove the eight o-ring seals from the manifold flanges and set them aside for reuse later. While in the intake manifold valley, remove the bolt retaining the passenger side coolant nipple. Pull the nipple out of the cylinder head and set it aside for reuse later.

Next step will be to install the heat exchanger in front of the A/C condenser. Remove the two bolts and two nuts that hold the AC condenser in place. Be careful as you remove the fourth screw as the condenser will be loose and only held in place by the AC hoses and surrounding components. Install the heat exchanger in front of the condenser so that the downward bent tube is on the passenger side, then raise the heat exchanger and condenser together and secure them using the stock fasteners.

Mount the water pump onto the water pump bracket. Orient the pump so that the outlet will point up and back towards the intercooler inlet, while the water pump intake will point towards the passenger side fender. An additional passenger side mounted coolant reservoir will house additional fluid that will pump into the front of the supercharger inlet and cooled through the heat exchanger.

The bracket system is secured by the three casting tabs on the front of the passenger side valve cover that must be drilled and tapped. The tensioner will be moved from the alternator side to the Edelbrock pulley bracket with a reinforcement bracket taking its place. Additional idler pulleys do their part to snake the factory serpentine belt up to the supercharger drive pulley.

After a few more minor steps it is time to install the supercharger into the engine. The kit comes with new fuel rails and fuel injectors that will install in place with the included fuel line cross over. After finishing up a few vacuum lines it’s onto the wiring portion of the install.

A super easy to install heat exchanger pump wiring harness connects a relay to the stock power and ground studs while using the EVAP plug as a trigger wire to turn the pump on during normal engine operation. No cutting or splicing is required. An additional harness acts as a piggyback extender for the replaced temperature sensor.

Once the bumper is back on, coolant tanks filled back with 50/50 mix, it’s time to flash the stock computer by placing the OBD II plug from the tuner into the port under the driver’s side dash. Follow the prompts to install the included tune and you are done!

Features Include:
• 2300cc (140 cubic inch) Eaton TVS GEN VI rotor assembly
• Unique intake manifold design with 15-inch long runners for increased low-end torque
• 100,000 mile self-contained oiling system
• Installs under the stock hood with no modifications
• Complete package includes supercharger/intake assembly, air-box lid, fuel injectors, air-to-water intercooler, and flash tuner with proper calibration
• Optional 3 Year/36,000 mile warranty
• 50 State Emissions Legal (E.O. Number Pending)

Edelbrock offers a complete and easy to install package with their E-Force supercharger kit for the 2011 Mustang.  It couples the latest in screw-type supercharger technology with its long runners for best-in-class torque numbers. This is additional torque that you can feel at the seat of your pants, but not to worry about reliability from the added power though, Edelbrock offers a warrantee that mimics Ford’s factory warrantee for trouble-free reliability that you can count on at the track and the daily commute.

About the author

Mark Gearhart

In 1995 Mark started photographing drag races at his once local track, Bradenton Motorsports Park. He became hooked and shot virtually every series at the track until 2007 until he moved to California and began working as a writer for Power Automedia. He was the founding editor for its first online magazines, and transitioned into the role of editorial director role in 2014. Retiring from the company in 2016, Mark continues to expand his career as a car builder, automotive enthusiast, and freelance journalist to provide featured content and technical expertise.
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