Eaton’s twin-vortices series superchargers hit the mainstream under the hood of the 2013 Shelby GT500, but the same rotor pack brought an OE-level of efficiency and performance to aftermarket supercharging upgrades, including the Edelbrock E-Force supercharger system offered for 2005 and newer Mustangs. However, as the performance expectations of consumers changed there was a demand from manufacturers and enthusiasts for a larger TVS supercharger, which led to the creation of the Eaton’s 2650 rotor pack inside the new Edelbrock E-Force supercharger for 2015+ F-150s and Mustangs.

The 2650 rotor pack offers greater airflow capacity for higher horsepower potential. — Rob Simons, Edelbrock

“While there certainly have been larger rotor groups available from other manufacturers for some time, none can match the efficiency and reliability of the Eaton rotors,” Rob Simons, Vice President, Research & Development at Edelbrock Corporation, said. “Eaton TVS rotors are designed for OEM applications, and therefore, are subjected to rigorous durability testing standards that aftermarket-only products will not survive. Specific tests have been conducted on these aftermarket competitors, and they simply lock-up within the first hour of testing. The Eaton product has been tested to 2,500 hours on the same cycle.”

Edelbrock recently super-sized its E-Force supercharger lineup with the new R2650 system, which sports an even larger Eaton TVS rotor pack. These systems are available for both 2015-2017 Mustang GTs and Ford F-150s powered by the Coyote 5.0-liter V8. For the Mustang, E-Force R2650 systems are available in two variants — Street with (PN 15865) and without (PN 158650) tuner and Track with (PN 15864) and without (PN 158640) tuner. Meanwhile, the F-150 systems are only available in Street form with (PN 1557) and without (PN 15570) a tuner. (Photo Credit: Edelbrock)

E-Force 2650 Features

• 170-degree twist (vs. 160 degree on the the TVS 2300)

• Optimized length-over-diameter ratio for better sealing

• Bigger bearings and thicker timing gears for durability

• Pressure relief ports in bearing plate for reduced input power

• 15 percent larger than the TVS 2300

• 25 percent more airflow than the TVS 2300 at 18,000 RPM

• 4 percent more efficient than the TVS 2300

• 18 percent less input power required than the TVS 2300

As a longtime Eaton proponent, Edelbrock was clearly in the loop on the larger rotor pack, so the company designed its extant E-Force supercharger system to accept the 2650 rotors, which allowed the company to be early to market with a complete supercharger for 2015-2017 F-150s and Mustangs.

“When we designed the original 2300 DP3C Mustang kit, we package-protected for the 2650, so when the rotors became available, we were ready to go with the new supercharger kits,” Rob shared. “This allowed us to be first to market with the product, and gave us a head start on real-world testing with the new rotors. This put us way ahead of the competition in regard to the learning curve with the new, larger rotors.”

Cooler Air

While most positive-displacement superchargers are perched atop their intercooled lower intakes, the Edelbrock system mounts the blower under the company’s proprietary intercooler, which is said to really help reduce the blower discharge temperatures.

“The difference with the Edelbrock variant (in addition to the superior quality of our in-house manufacturing) is the inverted design with the huge DP3C intercooler,” Rob explained. “This design allows for the largest, most efficient intercooler setup on the market. This means the lowest possible intake temperatures for consistent horsepower.”

Knowing the 15-percent-larger Eaton 2650 rotor pack was coming, Edelbrock built its E-Force supercharger system with room to grow. As such, the only real difference between the 2300 and 2650 systems is the size of the rotor pack, which is said to deliver 25 percent more airflow at 18,000 blower rpm versus the smaller 2300 system. The increase flow and efficiency obviously offers a lot of performance upside.

Edelbrock is so confident in the efficiency of this intercooler design, that it obviously had the built-in capacity to work with the increased boost and airflow provided by the 2650 rotors, which feature a 170-degree twist versus the 2300’s 160-degree rotors and features pressure relief ports designed help to reduce parasitic loss by 18 percent.

“The supercharger design is identical to our DP3C Mustang 2300 units we’ve had on the market for a couple of years, but now with the added capacity of the 2650 rotor pack,” Rob said.

The heart of the new E-Force 2650 systems is the larger rotor pack, which features a 170-degree twist versus the 160-degree twist on the 2300 rotors. Paired with the Edelbrock DP-3C intercooler is what sets this system apart. This intercooler is said to be 45 percent more efficient than Edelbrock’s previous charge cooler, which obviously makes for cooler boost and greater performance by allowing for more spark advance.

The Edelbrock E-Force systems are true bolt-on systems that utilize a stock-style round throttle body mounted in the factory location. If you really want to turn up the boost, you can upgrade from the stock-style six-rib belt drive to the optional Eight-Rib Conversion Kit for 2015-17 Mustang GT (PN 15879).

More & Better

Passing The Test

One company that first got its hands on a production Edelbrock E-Force 2650 system to test was Brenspeed. Brent White and crew bolted it to an S550 that previously wore the company’s E-Force 2300 system.

“They have a very nice fit and finish,” Brent White, owner of Brenspeed, said. “We have used the Edelbrock superchargers on S197 and S550 Mustangs for a long time, as well as Jeep Wranglers and other domestic vehicles. Not only do they have a wide variety of pulley sizes to generate multiple power levels — even at low boost — we can produce a large amount of torque at wide open throttle at low rpm.”

Recently Brent tried out the new Edelbrock supercharger on a modern, manual-trans Mustang GT. The S550 had a stock engine with Kooks long-tube headers and had been fitted with the 2300 blower.

“From a fitment standpoint the 2650 is the same, but from a power standpoint the gains are huge,” Brent said. “We have started testing at the same boost levels and in comparison the 2650’s torque and power curve show gains all the way across the curve,” Brent said. “Many times when you compare a larger supercharger to something smaller you don’t get gains down low and this set up shows no signs of a decrease in power anywhere in the power band.”

As you can see, the torque gains were pretty astounding, with the modern Mustang GT picking up a lot of extra grunt from a car running the same boost and timing levels.

“Because I have tested so many different brands and sizes of superchargers I was a little skeptical on what gains I would see going from a 2300 to 2650. I did a test removing a 2300 and installing a 2650 while the car was strapped to the dyno,” Brent said. “The very first pull on the dyno I only ran the engine up to 4,000 to check results. I was assuming overlaying the graphs compared to a 2300 I might not see much gain. I was wrong. We had a gain of 100 lb-ft of torque at only 4,000. This was on a Coyote S550 running a 2.75 pulley so it was a higher boost car but even at a small boost level you would see a nice improvement over a 2300.”

The early returns are definitely promising, so we look forward to seeing how the larger E-Force blower performs on a modified Coyote.

In all, the new blower delivers 25 percent more airflow at 18,000 rpm and 14 pounds of boost. That is a lot more airflow, delivered in a more efficient manner, which adds up to a much greater performance potential.

“The 2650 rotor pack offers greater airflow capacity for higher horsepower potential, as well as greater efficiency, meaning less parasitic power loss for the same airflow, and lower outlet temps, meaning more power, more consistently,” Rob explained.

The new blower is also 4 percent more efficient than its 2300 cousin, but the real story is it simply delivers a lot more air to the engine it is bolted to.

“For the same airflow and boost levels as a 2300, it will require less power to turn the blower, translating to more horsepower delivered to the wheels,” Rob said. “Additionally, the outlet temperature of the blower will be significantly less for a given airflow or boost level as compared to other units.”

We look forward to trying one of these systems out for ourselves, but Edelbrock’s in-house testing certainly delivered some promising results. The trick is that a stock engine can only withstand a fraction of the E-Force 2650’s full potential before things get dicey.

“Our complete, street-legal kits are still sold at 690 horsepower for the Stage 1 and 731 for the Stage 2, as this is the most power we feel comfortable covering with a warranty on the stock engine,” Rob explained.

“That said, for those customers who want to push the envelope, or use a fortified bottom end, we’ve made upward of 900 horsepower on a Coyote 5.0-liter with stock heads and cams,” he added.“We’ve also made close to 1000 horsepower on a 426-cube, Gen III Hemi. These were not extreme builds, so the seasoned engine builders and racers out there will certainly find more power capability than that with well-designed packages.”

For more on the Edelbrock E-Force 2650 supercharger packages, you can visit the company’s official website here.