Ok, just yesterday I had a shop install the Brenspeed 675E on my 14 GT automatic. I know the guys pretty close and when one saw it they first thing they said was I am going to lose a ton of power when it gets hot. The other guy said it will be fine. After the install they ran it on the dyno 5 times. Yes 5. They did it so they could do runs with the engine really hot and see how high the IAT is after back to back to back pulls. Amazingly the HP and torque went up each pull about 3HP until it capped out at 547 rwhp.

This morning my buddy told me he couldn't believe it and he takes back anything he ever said about the Edelbrock. From my perspective the thing is a beast. It will break the tires loose at 70mph in 4th gear. I had my buddy tune it and I trust his tunes a lot. After reading posts all over the internet about Edelbrocks not giving power I was scared to buy one but in the end I am super happy I trusted my gut.

 

The dyno is not the street. The heat loads are completely different. Keeping stuff cool on the dyno is child's play.

What is it? 45deg out there? The tires are breaking loose because they have no traction in the cold. And it's a whole lot easier to keep IAT's in check when it's not hot out.

BTW, what are the IAT's at the end of a 4 gear pull? Do you know?

 

I don't need the dyno to be the street. The dyno was so the car can be tuned and to check operation. The IAT was around 108 if I remember correctly but it was late and I would need to check.

BTW, it's never really that hot here. Either way my post is based on my experience so far and from guys who work exclusively on Mustangs for a long time. I guess we will find out when I take it to the track.

 

Looks great bro but I can honestly tell you that the horsepower range that JDM told you is the only street range power that they know, from what I heard their better for track cars but they dogged my tune and I have an 11 Coyote with a 2.9 Whipple front feed. I'd recommend going elsewhere for a tune

 

Thanks... but I already had it dyno'd before my latest mod. You probably seen it on my sig from before. So I haven't had her re-dyno'd since my latest mods, but it's definitely way up from before. And I've had them for my tune for a long time. I trust them and their results have been verified.

 

The intake temp has nothing to do with intake length or if it's by the exhaust or not. When you compress air it gets hot. The more you compress it the hotter it will get. That is why there is a need for an after cooler of some sort. this is true with turbo's, blowers, or anything that compresses air or any gas for that matter. A blowers effectiveness or performance is rated by the volume of flow (cfm) and at what psi for the amout of force inputted (force to turn the blower) it has nothing to do with temp. if you take a set volume of air and compress it to a set volume, in X amount of time, it will release X amount of energy as heat. regardless of how you compress it. Most of blower screws are manufactured by eaton and rebranded.

The air temp should be checked at initial set up, checking the delta temp at the inlet and after the cooler to see the effectiveness.

 

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Agreed! it's the size of the IC and HE which determine the IAT's...Meanwhile, I don't know if the OP is aware of this or not, but the person who designed the Saleen series VI S/C is the very same person who later went on to design the Edlebrock E-Force superchargers... If you look very closely to both blowers, side by side, you'll notice they are very similar as both include an inverted design with long intake runners and very similar HE, IC, HE pumps with identical IC reservoir tank sizes...

Anyhow, I can totally relate to what Sqidd brought up in his posts when regarding how the size of the IC and HE can make a difference between maintaining an efficient IAT or whether they don't flow quite enough air due to their inefficient sizes... I just happen to be one of the select few who's been running a Saleen series VI S/C on my 2006 GT and I can tell you thru my own personal experience that once my car reaches normal operating temps, my Saleen blower gets so hot than I can barely even touch it for very long before getting burned...

Therefore, I feel pretty confident the same also applies with the Edelbrock E-Force superchargers as well which still use the OEM heat exchangers, OEM IC reservoir tank and IC pumps...
Needless to say, I would at the very least consider upgrading to the OEM 2013 GT500 HE with IC pump and Shelby GT500 IC reservoir tank, if you should decide to stay with your current Edelbrock E-Force setup...
As for myself personally, I'm debating on whether to do the same upgrades for my current Saleen series VI S/C setup or just go for it all by upgrading to the D.O.B GT-450 S/C kit altogether...

In the meantime, thanks for providing your feedback and expertise towards updating a legacy thread such as this one which is still considered as very valuable, to say the very least...
That being said, welcome aboard!!!

I'll second that...