It's e'er fun being the first to attempt something new, especially when it'south a power adder! At that place'south no lack of power adders bachelor on the market when information technology comes to S197 Coyote-powered Mustangs, merely there's one currently available for only the S550, and that's an Edelbrock Due east-Force 2650 supercharger. Well, we are about to change that with an installation on a 2013 Boss 302.
Edelbrock has done a fantastic job engineering superchargers that await like they came from the manufactory. The kit comes with an independent heat exchanger and molded lines, low-profile surge tank, and a high-quality intercooler. The cocky-contained oil system has an 100,000 mile service interval (no drilling or plumbing required).
There are several superchargers on the market that use Eaton's potent 2650 rotor group, but that's only the preverbal brush; supercharger companies still need to pigment a synchronous packet around them. Edelbrock's take is a greatly improved DP-3C (dual laissez passer, three core) intercooler fitted to long runners to preserve low-terminate torque. The supercharger draws in air from the valley mounted throttle-trunk (adaptor available for the Ford Racing oval throttle-body), pushes up through the intercooler, and once it hits the lid, makes a refuse through the intercooler once more before entering the runners. This resulted in intake air temperatures of only 135 degrees!
Edelbrock'southward 2300 supercharger was a great supercharger, but the new 2650 is light years ahead of the smaller blower. Edelbrock's take is a greatly improved DP-3C (dual pass, iii core) intercooler fitted to long runners to preserve depression-end torque.
Our hybrid kit was essentially everything from Edelbrock's 2011-2014 Due east-Strength 2300 kit with the S550 2650 supercharger added. Our Dominate 302 features a fully congenital F150 with 10.v:1 pinch and Comp NSR blower camshafts. With a potent combination on paw, we went straight to Edelbrock's 8-rib upgrade that included a new billet bracket, damper with oversized blower bulldoze, and a 3.75-inch supercharger caster, which is the biggest the 8-rib kit will fit.
Edelbrock starts their new S550 package out in a Stage one configuration. This CARB compliant, 50-state legal kit will produce a claimed 690hp and 588 lb-ft of torque. This is accomplished with an Edelbrock melody, injector upgrade, and the stock airbox. Feeling frisky? The non-CARB compliant Stage ii kit includes a contest air inlet and bumps power to 731hp. All kits come with a loftier capacity heat exchanger, molded lines, intercooler pump, intake organization, and fuel rails. There's really not a lot to the system and only requires a minor modification to the radiator ducting to run the intercooler line.
All concern from the back! The intake air temperature bespeak is relocated from the mass air period sensor via a plug and play harness. The sensor is after the 2d pass through the intercooler as information technology heads to the valve. This means the PCM can work off the most accurate intake temperatures. Symmetrically drilled is a 1/8-inch NPT port that can be used for heave reference.
An included drill bit and tap adds an boosted hole required for the pulley's mounting plate. We used electrical tape to limit the travel of the bit. New bolts and billet spacers will supervene upon existing front cover and water pump bolts.
To exist honest, we went straight to Edelbrock's 8-rib upgrade considering we thought nosotros'd need a really small-scale blower caster to make a lot of power…boy were we wrong. The 8-rib upgrade includes all new pulleys, different pulley mounting plate, and a 20% overdrive SFI canonical damper. An idler replaces the factory tensioner. A 2014-2018 3-bolt h2o pump is required and is a direct replacement for 2011-2013 4-commodities pumps.
Use a cutting off wheel to remove these useless tabs from the intake manifold so information technology can clear the fuel rails.
Edelbrock machined provisions for both the 2011-2014 and xv+ intake manifold gaskets, so simply make clean and transfer them to the Edelbrock supercharger.
Billet fuel rails are included from Edelbrock and retainer clips keep the injector spaced properly. Not using these clips could consequence in the rail improperly feeding the injector.
The fifteen+ Mustangs use a squared off intake manifold flange, whereas the 2011-2014 cars are rounded. We opted to massage the water outlet merely the same could be done to the supercharger'south intake flange on the front, driver's side cylinder. Oh, make sure you go some help installing the supercharger…it's heavy!
The 2650 supercharger has an increased radius that places it more than in line with the air intake. Due to this, we needed to extend the throttle-body harness slightly. More slack can be gained by removing the old electrical tape and re-wrapping.
Working with the S197 Coyote accessories coupled with the 2650 supercharger, we were able to get almost everything to work. Our just need was a 180-degree radius coolant line with a hose barb coupler. The S197 2300 E-Force uses a driver's side intercooler outlet, so this helped span the gap.
The purge valve must be connected to the hose before bolting it in identify. There's not plenty clearance to the supercharger'southward chapeau to attach it after the fact.
The 2011-2014 estrus exchanger, water pump, and intercooler reservoir all bolt in place as they should. A simple 3/4-inch pigsty is drilled into the radiator side shroud for the reservoir'due south feed line. A plug and play harness intersects the EVAP harness and will turn the intercooler pump on once the key is in the run position.
With the increased radius of the throttle body position we needed to adapt the air intake to the throttle-torso. A unproblematic J-bend was cut downward slightly and nosotros added a hole for the crankcase vent. Worked similar a amuse!
We then headed to Westech Functioning to come across how much power we could make!
Eddie Rios of Addiction Motorsports usually handles tuning at his facility but was at Westech to help united states with some engine dyno testing on a 2018 Coyote crate engine as well. 2 engines, one tuner.
We were astounded past the results. The Edelbrock 2650 certainty gets things done! We made a whopping 834.8 horsepower and a neck snapping 711.seven lb-ft of torque on only 13 psi of boost. This was accomplished on pump gas E85 and a conservative 21 degrees of timing. Edelbrock notes a 50hp gain when upgrading from the stock to Ford Racing throttle-body. We are running on what we would consider the max "safe zone" for a stock sleeved Coyote with a built motor.
Permit's not forget that we stuck with the largest, 3.75-inch supercharger pulley. Working downwardly in size and using Ford Racing throttle-body, there's no doubt nosotros could have made well over 900 rwhp!
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