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.

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. ;)

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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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

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.

Not very active on FB, but can you tell me more about this "tip-in knock"?

Edelbrock E-force Owner's thread and FAQs (Frequently Asked Questions)
 

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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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.

Edelbrock E-force Owner's thread and FAQs (Frequently Asked Questions)
 

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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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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