NEW! 2005-2009 Mustang Edelbrock E-Force Supercharger System!
12/8/08, 09:26 AM
#102
Bullitt Member
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Looking forward to a kit that upgrades the basic, but safe for my stock internals. After my tour in Iraq, momma is giving the thumbs up for a SC! She even paid off Shadowfax while I was gone!
12/9/08, 06:42 PM
#106
over 8k installed for the upgraded package... thats not even with the PODS or gauges.... i bet if you do wwhat brenspeed did and offer free installs on the first 10 order's they will sell like hot cakes !!!!! Cause i would be all over this but i have cash so it sucks for me.
12/13/08, 12:35 AM
#107
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I just say be glad, if i wanted this installed i would still have to pay for the product, plus guages, plus gas to get from south texas to CR's shop, then install of guages if not included in price, then the fun drive back. But either way this is a fun kit for my installer down here so i might end up going this route instead of suspension. I got a friend down here that is running 10s with a GT and a Saleen SC and some other mods, he is waiting on a Saleen SC 5.0 block but he still has high numbers for stock internals.
12/13/08, 09:30 PM
#108
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Chris. great talking to you today, i hate you right about now, after i talked your ear off for 30 mins, i can't stop thinking about this kit. Hopefully i can get to your shop after the first of January and check out the setups. Again thanks for your time and i'm looking foward to doing business with you.
Last edited by ECR5.0; 12/13/08 at 09:35 PM.
12/14/08, 10:04 PM
#109
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You know what's interesting is that SMS, Steve Saleen's new company, has a charger for the challenger that looks pretty close to was edelbrock just released for the mustang. Here is the link http://www.smssupercars.com/pdf/SMS-...percharger.pdf
12/17/08, 07:21 PM
#111
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12/17/08, 10:21 PM
#112
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That's like saying because Capri's came with turbos, that a Hellion turbo kit for an S197 is old news.
It's four lobe TVS technology. Yes the ZR1 had it, and the title new is because Edelbrock just came out with the part number and all the components to make it work on an s197. Speaking in other terms, this still is fairly new technology for automotive superchargers.
Techo, the company mentioned above and Roush are the only other two companies that have kits, both within the last few months, for this particular application.
The edelbrock system leaves the other two in the dust in my honest opinion. Based on parasytic loss, and IAT's. That's due to the Edelbrock manifold. The Techo may be fairly close, though... from the looks of it.
It's four lobe TVS technology. Yes the ZR1 had it, and the title new is because Edelbrock just came out with the part number and all the components to make it work on an s197. Speaking in other terms, this still is fairly new technology for automotive superchargers.
Techo, the company mentioned above and Roush are the only other two companies that have kits, both within the last few months, for this particular application.
The edelbrock system leaves the other two in the dust in my honest opinion. Based on parasytic loss, and IAT's. That's due to the Edelbrock manifold. The Techo may be fairly close, though... from the looks of it.
12/17/08, 10:36 PM
#113
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So have you gotten the level packages set up CR, can you post up the level prices and what they include. I should be getting a nice check in the mail soon and i want this.
12/18/08, 07:11 AM
#117
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Yes, mine is ordered. Per my message above, CR was supposed to get an update from Edelbrock yesterday, but never heard back... so no news yet. I was really hoping to have mine by this weekend so we could install it over the holidays, but I knew that was going to be a long shot when I ordered it considering there was no solid dates from Edelbrock.
I plan to call Chris again this morning and will let you know what I find out.
I plan to call Chris again this morning and will let you know what I find out.
12/19/08, 04:06 AM
#119
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There are three types of superchargers - roots, twin-screw, and centrifugal. You may already be familiar with these buzz-words, but most people don't understand how each technology differs. Before buying a supercharger, you should familiarize yourself with how each type of supercharger works. Each has its own set of advantages and disadvantages that may make it ideal - or not - for your performance needs. Today we take a technical look at the technology behind each type of supercharger.
The roots supercharger features two counter-rotating lobes that trap air from the intake side of the supercharger (normally at the back of the supercharger), move it around the outside casing of the lobes, and out the bottom of the supercharger through an outlet / discharge port. Like the twin screw supercharger, the roots is a "positive displacement" aka "fixed displacement" supercharger, meaning that it moves a fixed volume of air per rotation. Notwithstanding minor amounts of air-leak at low rpms, the roots supercharger cannot flow backwards like a centrifugal supercharger, and is thus nearly as efficient in its ability to pump air at low rpms as it is at high rpms. What this means is that roots superchargers are very capable of making large amounts of boost even when engine rpms are very low. This makes for great low-end and midrange power, and also makes them great for trucks and towing vehicles. The roots is also self lubricated, and is the simplest of the supercharger designs, meaning it is reasonably priced and very reliable.
The twin screw supercharger at first glance appears to look similar to a roots supercharger both inside and out. The two technologies are indeed similar, however there are significant differences. At the heart of the twin-screw supercharger are two rotors, or "screws" that rotate towards each other. The rotors mesh together and draw air from the back of the supercharger. The twisting rotors move the air to the front of the supercharger, while compressing the air before discharging through a port at or near the front of the supercharger
Although the centrifugal supercharger is founded on a technology much newer than either the roots or the twin screw, it was the first supercharger to be successfully applied to automotive applications. Unlike the roots, the centrifugal supercharger is NOT a positive displacement / fixed displacement supercharger because it does not move a fixed volume of air per revolution. The centrifugal supercharger essentially operates like a high speed fan propeller / impeller, sucking air into the center of the supercharger and pushing it to the outside of the rapidly spinning (40,000 + rpm) impeller blades. The air naturally travels to the outside of the blades because of its centrifugal force created by its rotating inertia. At the outside of the blades, a "scroll" is waiting to catch the air molecules. Just before entering the scroll, the air molecules are forced to travel through a venturi, which creates the internal compression. As the air travels around the scroll, the diameter of the scroll increases, which slows the velocity of the air, but further increases its pressure.
http://www.superchargersonline.com/content.asp?ID=76
The roots supercharger features two counter-rotating lobes that trap air from the intake side of the supercharger (normally at the back of the supercharger), move it around the outside casing of the lobes, and out the bottom of the supercharger through an outlet / discharge port. Like the twin screw supercharger, the roots is a "positive displacement" aka "fixed displacement" supercharger, meaning that it moves a fixed volume of air per rotation. Notwithstanding minor amounts of air-leak at low rpms, the roots supercharger cannot flow backwards like a centrifugal supercharger, and is thus nearly as efficient in its ability to pump air at low rpms as it is at high rpms. What this means is that roots superchargers are very capable of making large amounts of boost even when engine rpms are very low. This makes for great low-end and midrange power, and also makes them great for trucks and towing vehicles. The roots is also self lubricated, and is the simplest of the supercharger designs, meaning it is reasonably priced and very reliable.
The twin screw supercharger at first glance appears to look similar to a roots supercharger both inside and out. The two technologies are indeed similar, however there are significant differences. At the heart of the twin-screw supercharger are two rotors, or "screws" that rotate towards each other. The rotors mesh together and draw air from the back of the supercharger. The twisting rotors move the air to the front of the supercharger, while compressing the air before discharging through a port at or near the front of the supercharger
Although the centrifugal supercharger is founded on a technology much newer than either the roots or the twin screw, it was the first supercharger to be successfully applied to automotive applications. Unlike the roots, the centrifugal supercharger is NOT a positive displacement / fixed displacement supercharger because it does not move a fixed volume of air per revolution. The centrifugal supercharger essentially operates like a high speed fan propeller / impeller, sucking air into the center of the supercharger and pushing it to the outside of the rapidly spinning (40,000 + rpm) impeller blades. The air naturally travels to the outside of the blades because of its centrifugal force created by its rotating inertia. At the outside of the blades, a "scroll" is waiting to catch the air molecules. Just before entering the scroll, the air molecules are forced to travel through a venturi, which creates the internal compression. As the air travels around the scroll, the diameter of the scroll increases, which slows the velocity of the air, but further increases its pressure.
http://www.superchargersonline.com/content.asp?ID=76