If there is one thing Coyotes love more than RPM, it’s boost! Dalton Winkler had quickly adapted to the output of his naturally aspirated 2016 Mustang GT, and like many of us, he was seeking more power, and a supercharger was the obvious solution. To add reliable boost that would be fun on the street and the track, he chose Edelbrock’s latest E-Force TVS supercharger, which is based on the Eaton 2650 rotor pack.
It’s no secret that Eaton’s TVS rotors deliver ground-pounding low-end torque and instant out-of-the-hole response. — Nicholas Purciello, Edelbrock
“Coyotes are known for less torque at lower RPM,” Fred Cook, of Evolution Performance, explained. “The Edelbrock 2650 is a stellar upgrade for instant, low-RPM torque, which turns the Coyote into a handful at any speed you decide to mash the pedal. This supercharger is street friendly and the way the car responds is quite satisfying.”
Dalton Winkler’s 2016 Mustang GT was already revved up with a custom intake cams, a JLT cold air intake, a Lund Racing calibration, and more. It put down 474.62 horsepower and 416.53 lb-ft of torque in naturally aspirated form. (Photo Credit: Jason Reiss)
Regular readers know that Edelbrock was one of the first companies to roll out supercharger systems based on the latest rotors because they planned ahead. They knew the rotors were coming, so the left room in the case design and intercooler capacity to allow for these new units, and for good reason.
“On paper, it’s easy to see that 2,650cc is larger than 2,300cc, 15-percent larger to be exact. For our customers, it really boils down to what diameter supercharger pulley correlates to a specific boost target,” Nicholas Purciello, Supercharger Product Line Manager at Edelbrock, explained. “Given the same size supercharger pulley and crankshaft drive pulley, the 2650 TVS will produce more manifold pressure (boost) than a 2300 TVS all else being equal. When a 2300 TVS is maxed out using the smallest supercharger pulley and largest crank pulley available, the 2650 TVS will just be getting started.”
The Edelbrock tuner kit supplies all the hardware necessary to install the system on a Coyote engine. The supercharger/intercooler come assembled as on unit, but you will need to add the fuel injectors, install the throttle body, plumb the intercooler hoses, etc.
To ready the system for the increased airflow and boost capabilities of the new rotor pack, Edelbrock’s engineers had a design challenge because of the packaging constraints of the latest Mustangs. As such, the company designed the supercharger to mount in the valley and blow up into a specially designed intercooler.
The car is an animal on the street. It is hard to not put your foot in it when you are driving. — Dalton Winkler
“Edelbrock’s patented, dual-pass, three-core (DP-3C) intercooler system is what really makes this kit special. The massive 12.8×12.5×2.3-inch DP-3C core sits atop of the supercharger just under the lid,” Nicholas elaborated. “The 2650 rotors force air upward through the center of the intercooler core (first pass). Pressure builds between the core and the lid before being forced back down through the outside of the core (second pass) into the intake runners. Combined with a 22.4×16.5×1.5-inch heat exchanger, the Edelbrock DP-3C intercooler system provides a cooler air charge for a longer duration.”
Evolution Performance technician Steven Schechterly started the process by removing the car’s front fascia and induction.
Not only will this arrangement allow for cooler, more consistent supercharger discharge temperatures, it allows for the kit to easily be adapted to the latest Mustangs as well.
“Edelbrock superchargers are traditionally inverted in comparison to comparable supercharger kits. The main advantage of an inverted supercharger configuration is packaging. As observed on the 2018 Mustang, available hood clearance continues to shrink as Ford evolves the Mustang’s aerodynamics and improves driver visibility,” Nicholas said. “The 2018 Mustang also has Direct Injection fuel system components in the valley of the engine, further limiting real estate for a large positive-displacement supercharger. Blow-down superchargers must sacrifice intercooler core size to fit between valley and the hood. By inverting the supercharger and placing a large intercooler core above, we maximize use of available space without sacrificing efficiency.”
Next Steven moved to install the brackets, idlers, and pulleys that augment the factory front-end accessory drive to enable driving a supercharger. You might need to drill and tap an extra, .72-inch hole in the timing cover to mount the large bracket for the blower belt’s spring-loaded tensioner. Steven pulled the stock damper to bolt on the piggyback overdrive pulley for the optional eight-rib supercharger drive belt.
Those updates to the system definitely weighed heavily on Dalton’s decision to upgrade his first-gen S550 with the E-Force system.
“I decided to go with the Edelbrock E-Force because I like the instant low-end torque that this kit provides,” Dalton enthused. “The kit comes with a very nice intercooler and pump. It helps keep the IATs at a steady low temperature all the way up to 8,000 RPM on a full pull. The install is very smooth, and the instructions are second to none.”
Here’s a good look at the E-Force 2650 supercharger. As you can see it pushes boost up through the dual-pass intercooler and down into the cylinder heads. Steven added the Injector Dynamics ID1300X fuel injectors and plumbed the vacuum hose for the bypass valve to prep it for installation. He also swapped over the factory intake O-rings to the supercharger manifold.
“Installations of these Edelbrock E-Force Superchargers are always smooth,” Fred added. “The blower and the intercooler are already mated to each other. The instructions are detailed, and every piece is numbered and mentioned in the paperwork. This install can be completed in a solid eight hours by somebody with basic mechanical skills.”
As you can see in the companion sidebar, Dalton’s Gen 2 Coyote is equipped with a robust set of bolt-ons, including a full exhaust and intake cams. That explains its robust naturally aspirated baseline. While many of these upgrades are aimed at improving performance, some are designed to ensure long-term durability at this power level. That includes the billet oil pump and crank sprockets from Boundary Performance that the Evo team installed in advance of the E-Force 2650 blower.
On top of its forward thinking design, the Edelbrock system is available in a variety of configurations ranging from a complete kit that includes a calibration and a warranty to a tuner system like the one Evolution installed on Dalton’s Mustang.
Dalton (left) and Steven teamed up to lower the E-Force 2650 onto its rightful home atop the Coyote engine. Following the alternating pattern prescribed in the instructions, Steve bolted down the supercharger and torque the fasteners to 8 lb-ft. Then he installed the fuel rails and plugged in the fuel-injector wiring harnesses.
“The increased airflow and efficiency offered by the 2650 DP-3C E-Force gives customers more room to grow and ultimately more for your money. Edelbrock complete supercharger kits are dialed in to deliver reliable horsepower on an otherwise-stock Mustang backed by our free, three-year 36,000-mile powertrain warranty,” Nicholas said. “If warranty isn’t a priority, one can turn things up a few notches with our Stage II Intake System (PN 15868) and Eight-Rib Belt Drive kit (PN 15879). Coupled with a Ford Performance 90mm or GT350 87mm throttle body and custom tuning, the true potential of the E-Force 2650 TVS is unleashed.”
Though not required, Steven modified the factory coolant fitting to allow for a cleaner installation.
Unleashing The Boost
That’s just what Evolution Performance set out to achieve on Dalton’s car by first upgrading its fuel system with a Fore Innovations pump and rails and a set of Injector Dynamics fuel injectors.
“Edelbrock came to us with its brand-new eight-rib belt drive since they knew we were planning on turning this car up past pump-gas levels. The upgraded belt system also came fitted with an 18-percent overdrive balancer standard. In the fuel department, we are using Injector Dynamics ID1300x Injectors backed with a Fore Innovations Level 4 Triple-Pump Regulated Return Fuel System,” Fred explained. “We decided to use this fuel system because of the fitment and quality that goes into every piece of the product. This fuel system can support well over four-digit horsepower numbers, so we knew we wouldn’t have any issues fueling this corn-fed beast…”
Closing in on the finish line, Steven installs the supplied supercharger belt before moving on to the supporting hardware, wiring, and hoses. Steve reinstalled the brake aspirator hose with the newly fitted check valve before moving on to the intercooler system.
With that capacity on tap and a custom calibration from Lund Racing, the supercharger received the supporting upgrades to truly flourish.
“We knew this car was going to make some serious power on the rollers. The car is running 13 pounds of boost, which set the car at 770 and 686 lb-ft at the rear tires,” Fred said. “Jon Lund Jr., of Lund Racing, did a phenomenal job on the tuning. The drivability is flawless, you would never know you have near 800 horsepower at your grasp until you call on it with your right foot.”
2016 Mustang Mods
• 170-degree thermostat
• American Racing Headers full exhaust system
• Barton short-throw shifter
• Ben Calimer Stage 1 MT-82 six-speed manual transmission
• Boundary Performance oil pump gear and crank sprocket
“It’s no secret that Eaton’s TVS rotors deliver ground-pounding low-end torque and instant out-of-the-hole response,” Nicholas added. “The Edelbrock E-Force 2650 TVS will turn your ‘small-displacement’ 5.0-liter Coyote into torque monster that is addictively fun to drive on the road and offers blistering acceleration on the track.”
Next Steven mounted the heat exchanger and coolant reservoir before routing and clamping the system’s supplied hoses. Then he mounted the intercooler pump and wiring harness before tapping into power at the underhood fuse box.
Dalton works at Evolution Performance in Aston, Pennsylvania, and the crew there knows a thing or two about installing power adders on modern Mustangs. We hit the highlights of the installation here, but Edelbrock supplies a comprehensive, 31-page manual to take you through the entire process. With the system in place, the car picked up over 295 horsepower and 270 lb-ft of torque at the wheels versus its stock baseline.
We knew this car was going to make some serious power on the rollers. — Fred Cook, Evolution Performance
“The new DP-3C E-Force superchargers are light years ahead of our previous design. The old design worked well and was a great fit for the Gen 1 Coyote engine,” Nicholas said. “However, with the onset of the vastly improved Gen 2 and 3 Coyote engines, Edelbrock set out to create an all-new supercharger capable of delivering the airflow necessary for high-horsepower builds. Speaking of airflow, we have exciting new offerings for Coyote engines coming soon in 2018. More on that later!”
Steven finished up the installation by installing a Ford Performance 90mm throttle body and the supplied cold air intake with high-flow mass air housing.
That certainly sounds promising, and based on Dalton’s results, we now know it definitely works in the 2015-2017 cars.
“The car is an animal on the street. It is hard to not put your foot in it when you are driving,” Dalton confessed. “Just driving around normally it drives like a stock car. There is no bucking or stalling with the car. It is honestly flawless. There are a few things Edelbrock has in store for the kit, this blower is definitely going to be a force to reckon with.”
Were it not for its markings, the Edelbrock E-Force installation comes off like it could be a factory affair. Underneath that clean visage is definitely a potent performer, as the port-injected Coyote definitely feasted on that 2650 TVS boost.
And, as impressive as these numbers are, there might yet be more left in this combo.
“This supercharger is going to be a Force to reckon with in the industry,” Dalton teased. “I can’t say too much at this moment but Evolution Performance and Edelbrock are going to be working closely to turn this kit up a few more notches in the future with 13 pounds of boost and pump E85 fuel.”
After laying down some solid baseline numbers, Dalton’s Coyote picked up over 474.62 horsepower and 416.53 lb-ft of torque at the wheels with the addition of the Edelbrock E-Force system. It put down peaks of 770.30 horsepower and 686.90 lb-ft of torque with 13 pounds of boost and 93-octane fuel. “I was honestly shocked with the amount of torque this kit put out,” Dalton said. “Granted the car is on E-85, but you won’t see much of a difference with pump gas.”
A willing Coyote with a strong supporting cast really benefitted from the addition of the Edelbrock E-Force 2650 blower. From 2,750 RPM on up, Dalton’s ride racked up triple-digit gains across the powerband. This combo is delivering the kind of grunt and power that tells you that supercharger does its job.