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Old 10-04-2015, 10:44 PM   #141
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Originally Posted by BigFatFlip View Post
You are correct that there is more weight added up high, but the nice thing is, because of its location, its still mostly between the wheels (ie weight in the "middle" of the car), so at most the center of gravity is not as low, but the polar moment of inertia should be relatively the same. Other kits, like JRSC and most of the turbos, are placed way up front shifting the weight balance forward.

Car will still yaw real nice.. weight more forward would increase the car's rotating inertia, which would make it harder for the car to rotate about the vertical axis (yaw), @uspspro.
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Old 10-05-2015, 01:23 AM   #142
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right now... the weight is only thing that really turns me off. I know the power way more than makes up for it in terms of speed, but what about dynamics? There is 60 lb added up high in the engine bay, and 20 lb more spread out in other places.

What's the weight of the JRSC? The JRSC weight is more forward, so maybe it's not much better?
You could move the heavy battery into the trunk, get a 3lb battery instead like I did, remove the A/C, get lighter headers and other engine parts. There's a lot you can do to lose weight to balance out the gain in weight. Or you could build up the engine with forged parts and stay naturally aspirated if you're worried about adding weight. Or buy a Miata or Lotus Elise or Smart car.
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Old 10-05-2015, 03:21 AM   #143
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Originally Posted by BigFatFlip View Post
You are correct that there is more weight added up high, but the nice thing is, because of its location, its still mostly between the wheels (ie weight in the "middle" of the car), so at most the center of gravity is not as low, but the polar moment of inertia should be relatively the same. Other kits, like JRSC and most of the turbos, are placed way up front shifting the weight balance forward.
I was thinking this as well... but I also figured the JRSC is something on the order of 1/2 the weight (or less). I'm not sure how much their full kit weighs, but I had the same model Rotrex (C30-94) on my MR-S previously, and it was a pretty lightweight unit.
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Old 10-05-2015, 08:14 AM   #144
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Originally Posted by uspspro View Post
I was thinking this as well... but I also figured the JRSC is something on the order of 1/2 the weight (or less). I'm not sure how much their full kit weighs, but I had the same model Rotrex (C30-94) on my MR-S previously, and it was a pretty lightweight unit.

Correct me if I'm wrong, but the JRSC is just added weight. The 80 lbs for the eforce would be mitigated somewhat by the removal of parts (namely the intake manifold), correct?


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Old 10-05-2015, 09:17 AM   #145
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Correct me if I'm wrong, but the JRSC is just added weight. The 80 lbs for the eforce would be mitigated somewhat by the removal of parts (namely the intake manifold), correct?


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that's a good point. i'm wondering how much weight is actually added vs. the weight of the unit, when all is said and done. Someone weigh all the replaced OEM parts after installation, please!
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Old 10-05-2015, 09:23 AM   #146
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Originally Posted by uspspro View Post
right now... the weight is only thing that really turns me off. I know the power way more than makes up for it in terms of speed, but what about dynamics? There is 60 lb added up high in the engine bay, and 20 lb more spread out in other places.

What's the weight of the JRSC? The JRSC weight is more forward, so maybe it's not much better?
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Correct me if I'm wrong, but the JRSC is just added weight. The 80 lbs for the eforce would be mitigated somewhat by the removal of parts (namely the intake manifold), correct?
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that's a good point. i'm wondering how much weight is actually added vs. the weight of the unit, when all is said and done. Someone weigh all the replaced OEM parts after installation, please!

So after removing the required stock stuff you don't need....

JRSC is +36.4 lbs net add

E-Force is +62.5 lbs net add

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Old 10-05-2015, 10:50 AM   #147
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Ride in a Jackson supercharged car and a Edelbrock supercharged car and you will forget any concerns about weight. A centrifugal blower like the Jackson takes time to spool up where the "roots" type Edelbrock the power and torque is instant. I have rode in both cars and the difference is night and day.
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Old 10-05-2015, 12:04 PM   #148
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Ride in a Jackson supercharged car and a Edelbrock supercharged car and you will forget any concerns about weight. A centrifugal blower like the Jackson takes time to spool up where the "roots" type Edelbrock the power and torque is instant. I have rode in both cars and the difference is night and day.
The weight difference doesn't concern me much. I think most of us know what to expect with regards to the differences in power delivery between a centri and PD blower.

The difference that remains to be seen is the power sustainability/thermal management of the E-Force kit on a road course getting beat on for 30+ minutes at a time while running pump gas with or without the CARB tune. This is what the JRSC excels at even with pump gas and the other PD blowers absolutely need E85 and serious intercooling to avoid heat soaking back to 200whp with tons of timing pulled out to avoid knocking (think C7 Z06 after a few laps). Performance sustainability in harsh environments with lots of sustained high rpms is what a vocal minority of potential buyers of either kit care most about. Not everyone has access to E85 so it must be assumed that pump gas and it's inherent octane and cylinder cooling limits will be the baseline for the performance sustainability of any kit.

Also from what I've observed so far (owners groups on FB) there is some tip-in knock with the E-force kit that needs to be addressed via custom tuning. This happened with the other PD blowers too.

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Old 10-05-2015, 12:15 PM   #149
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Also from what I've observed so far (owners groups on FB) there is some tip-in knock with the E-force kit that needs to be addressed via custom tuning. This happened with the other PD blowers too.
Not very active on FB, but can you tell me more about this "tip-in knock"?
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Old 10-05-2015, 12:18 PM   #150
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Edelbrock E-force Owner's thread and FAQs (Frequently Asked Questions)

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Originally Posted by BigFatFlip View Post
Not very active on FB, but can you tell me more about this "tip-in knock"?

I experience this intermittently with my setup.

Tip in basically refers to the transitionary period between cruise throttle and wide open throttle.


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Old 10-05-2015, 12:27 PM   #151
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Not very active on FB, but can you tell me more about this "tip-in knock"?

From one of the FB groups.

"How is the throttle response at lower RPMs?"

"It's pretty awesome although I have some knock on tip in from 2700-3200. Likely from my header"

The owner mentions it a couple of other times.
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Old 10-05-2015, 12:30 PM   #152
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Edelbrock E-force Owner's thread and FAQs (Frequently Asked Questions)

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From one of the FB groups.

"How is the throttle response at lower RPMs?"

"It's pretty awesome although I have some knock on tip in from 2700-3200. Likely from my header"

The owner mentions it a couple of other times.

That's me lol.

I am running an ACE header using their Carb tune which is designed for stock header. I am assuming that is the attributing factor. But will comment more once I get more logs.

I haven't heard any other owners chime in with similar experience. So I'm waiting for feedback from others with aftermarket headers on the carb tune to see if I'm an isolated case.

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Old 10-05-2015, 12:40 PM   #153
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That's me lol.

I am running an ACE header using their Carb tune which is designed for stock header. I am assuming that is the attributing factor. But will comment more once I get more logs.
Oh, this makes more sense, nothing new then? Chatting with the SC engineer during the facility tour, I asked if I would need a tune even with a aftermarket mid/over pipe. He mentioned that you would definitely need a tune even since the flow characteristics would be different.
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Old 10-05-2015, 01:03 PM   #154
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Oh, this makes more sense, nothing new then? Chatting with the SC engineer during the facility tour, I asked if I would need a tune even with a aftermarket mid/over pipe. He mentioned that you would definitely need a tune even since the flow characteristics would be different.

I have installed a handful of S/C setups from other mfgs with base tunes that weren't optimized for a catless header, yet they still run without any knock. This is why I elected to leave my ACE header on during the install.

It's too early for me to make any conclusions about what is causing my issue. I am trying to consistently reproduce the knock, and get it documented in some logs so I can review the instances where it's happening. I was hesitant to even post about it initially because I didn't want people to jump to conclusions on the Edelbrock Kit based on me running a setup that isn't what their carb tune is designed around. But ultimately I decided to make mention of it because I've been flat out asked how the cars running, and the simple answer is, not as good as it could be. But the reason can most definitely be on my end.

I will definitely keep this thread up to date as I find more out about my specific situation.


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