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Jerr · 01-03-2022, 04:31 PM

6-month post-install retrospective:

Ordered a kit from CSG (Thanks, Mike!) in May and installed end of June. Decided to go with:

-Edelbrock SC with standard pulley
-JR Dual Radiator/Oil Cooler
-Radium Dual Catch can kit
-AEM oil temp, oil pressure digital gauges
-Tomei UEL catless headers
-Tuned on ECUtek by the man himself, Zach

Initial install and tuning was cake.

The good:
Power is plentiful for this chassis and the twin-screw whirring sound is subtle but present. This kit went together like a big lego kit and I'm certain most people could do it easily with the right tools. Gas mileage didn't suffer much and the engine feels smooth across the entire rev-range. I've had zero issues with the supercharger itself. It gets lots of compliments at car shows, the kit is a looker for sure.

The bad/lessons learned:
-The bunny-ears hose clamps suck and in many cases suck to reach. Get lots of various sizes of worm clamps from the auto parts store, they were useful between the SC manifold and firewall, at the inlet and outlet of the surge tank, and at the inlet of the intercooler.
-The surge tank design is not perfect and likes to leak. My first cap for the surge tank liked to spit coolant out freely under pressure, but this is actually a generic part you can get on Amazon: 'Motorad T35 radiator cap'. The tank, however, is an Edelbrock in-house design, Edelbrock part number 51-1550. I had mine replaced and ordered an extra at cost to myself for good measure. You may need worm clamps on the inlet/outlet of the surge tank, it likes to seep out there as well since the bunny-ears clamps aren't quite strong enough. Someone else may be able to recommend a sealant you could use as well.
-The belt you get from Edelbrock can be old in some cases, or just have manufacturer defects. My first belt shred a rib within about 2k miles, but the second belt has been fine since. Head to your local parts store and pick up a Continental multi-v belt of the same size that came with the kit, keep it and a 14mm socket/wrench in the tool kit in your trunk.
-I was a dummy and installed my coolant lines backwards initially that went in/out of the throttle body. When you do this, the coolant line from the front of the TB will "pinch" and not get enough coolant through. You will cook and kill your TB this way, resulting in a lot of strange stuff/stalling/engine power issues/CELs. $400 lesson learned, installed new OEM TB the correct way this time. (the instructions do show the right way to install it, but you have to look very closely)
-You don't need a *dual* catch can kit. Drivers side PCV line is always bone dry with no blowby. You do, however need a single can on the passenger PCV. I did a write up on how to install the full dual kit with the Edelbrock; you'll need a couple PCV hose adapters that aren't included. I'd recommend installing just one of the radium catch cans on the passenger PCV lines but mounting it on the driver's side for easier access (away from battery).
-Finally, even after replacing the throttle body, the car can still stall when idling in gear (clutch depressed) coming to a stop downhill. This has only happened once (yesterday) since the new throttle body install a few k miles ago, and most likely is just a tune bug with the North America ECU version or idle target not set quite high enough for the rotational mass of the supercharger. I'm hoping this doesn't become a long-term issue, but no CELs yet. I've seen several other random posts relating to similar issues, almost all of these were boosted applications.
-You'll probably need a clutch at some point. I can hear mine starting to chatter a bit when disengaged climbing my driveway. This isn't a "bad", as it should be expected, but a lesson learned.

Hopefully this helps someone on the fence about getting the kit. I love it and I think even with the small headaches it was worth it!

01-03-2022, 04:31 PM	#4381
Jerr Member Join Date: Jan 2021 Drives: 2016 Scion FR-S / Edelbrock SC Location: Colorado Posts: 19 Thanks: 8 Thanked 21 Times in 7 Posts Mentioned: 2 Post(s) Tagged: 0 Thread(s)	6-month post-install retrospective: Ordered a kit from CSG (Thanks, Mike!) in May and installed end of June. Decided to go with: -Edelbrock SC with standard pulley -JR Dual Radiator/Oil Cooler -Radium Dual Catch can kit -AEM oil temp, oil pressure digital gauges -Tomei UEL catless headers -Tuned on ECUtek by the man himself, Zach Initial install and tuning was cake. The good: Power is plentiful for this chassis and the twin-screw whirring sound is subtle but present. This kit went together like a big lego kit and I'm certain most people could do it easily with the right tools. Gas mileage didn't suffer much and the engine feels smooth across the entire rev-range. I've had zero issues with the supercharger itself. It gets lots of compliments at car shows, the kit is a looker for sure. The bad/lessons learned: -The bunny-ears hose clamps suck and in many cases suck to reach. Get lots of various sizes of worm clamps from the auto parts store, they were useful between the SC manifold and firewall, at the inlet and outlet of the surge tank, and at the inlet of the intercooler. -The surge tank design is not perfect and likes to leak. My first cap for the surge tank liked to spit coolant out freely under pressure, but this is actually a generic part you can get on Amazon: 'Motorad T35 radiator cap'. The tank, however, is an Edelbrock in-house design, Edelbrock part number 51-1550. I had mine replaced and ordered an extra at cost to myself for good measure. You may need worm clamps on the inlet/outlet of the surge tank, it likes to seep out there as well since the bunny-ears clamps aren't quite strong enough. Someone else may be able to recommend a sealant you could use as well. -The belt you get from Edelbrock can be old in some cases, or just have manufacturer defects. My first belt shred a rib within about 2k miles, but the second belt has been fine since. Head to your local parts store and pick up a Continental multi-v belt of the same size that came with the kit, keep it and a 14mm socket/wrench in the tool kit in your trunk. -I was a dummy and installed my coolant lines backwards initially that went in/out of the throttle body. When you do this, the coolant line from the front of the TB will "pinch" and not get enough coolant through. You will cook and kill your TB this way, resulting in a lot of strange stuff/stalling/engine power issues/CELs. $400 lesson learned, installed new OEM TB the correct way this time. (the instructions do show the right way to install it, but you have to look very closely) -You don't need a dual catch can kit. Drivers side PCV line is always bone dry with no blowby. You do, however need a single can on the passenger PCV. I did a write up on how to install the full dual kit with the Edelbrock; you'll need a couple PCV hose adapters that aren't included. I'd recommend installing just one of the radium catch cans on the passenger PCV lines but mounting it on the driver's side for easier access (away from battery). -Finally, even after replacing the throttle body, the car can still stall when idling in gear (clutch depressed) coming to a stop downhill. This has only happened once (yesterday) since the new throttle body install a few k miles ago, and most likely is just a tune bug with the North America ECU version or idle target not set quite high enough for the rotational mass of the supercharger. I'm hoping this doesn't become a long-term issue, but no CELs yet. I've seen several other random posts relating to similar issues, almost all of these were boosted applications. -You'll probably need a clutch at some point. I can hear mine starting to chatter a bit when disengaged climbing my driveway. This isn't a "bad", as it should be expected, but a lesson learned. Hopefully this helps someone on the fence about getting the kit. I love it and I think even with the small headaches it was worth it!