Edelbrock E-Force Supercharger

[Freeman]

Originally Posted by SkiRideDrive

Go away troll. If you have something to provide to the discussion please do so.

Sorry to hurt your feelings. Was merely agreeing with Cross about the "comparison". You're doing a fine job and keep up the great work.


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[Cross]

Originally Posted by SkiRideDrive

Probably... but the Jackson was my number one choice due to reviews and carb until edelbrock came along. So that's where I put my effort in comparing.

I am not really worried about Carb Cert's as we don't have them here. I just want to see performance wise for a Twin Screw setup. I am looking into it now but it will probably be a lot easier once an outside source can show independent dyno results.

[Freeman]

Originally Posted by SkiRideDrive

Probably... but the Jackson was my number one choice due to reviews and carb until edelbrock came along. So that's where I put my effort in comparing.

Makes sense. But why not compare it to the carb legal tunes of the Innovate/Sprintex kit. Granted it's not a good comparison as this is a large SC vs a small SC, but it's in the right ball park due to being similar types of SC.


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[Maximania]

Originally Posted by Freeman

What?! Compare a twin screw to a twin screw?! That makes too much sense for the Internet.


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Isn't this an Eaton unit, also known as Roots type? Not a twinscrew. Though they are both PD

[Freeman]

Originally Posted by Maximania

Isn't this an Eaton unit, also known as Roots type? Not a twinscrew. Though they are both PD

True. So I guess we compare this to cosworth then?


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[Cross]

The designs used by Eaton now (And Magnuson) claim to be comparable to Twin Screw's and technically they are twin blade setups.

Are they different yes, the Twin Screw is suppose to be far more efficient yet the Root's is the common blower used by OEM's. Again they both are PD Setups but to me Sprintex was not one I put next to say Kenny Bell.

[Maximania]

yup. Not particularly impressed with Cosworth numbers so far. Only ones to put up numbers for Cosworth as far I know is RallySport. Torque down low for a Roots type is pretty bad. It jumps and spikes early on, and only builds appreciable torque ~4000 rpms. The E-force seems to build it just a little bit earlier and stays more linear

[Freeman]

I've been following cosworth and edlebrock and Harrop. I haven't seen very much coverage on 3rd party dynos, but I hope that changes. I'd love to get a PD blower to replace my centrifugal unit. low end torque is what I'm mostly interested in.


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[CSG Mike]

Perhaps I can shed more light on this.

The Edlebrock unit will have more torque down low, while the Jackson Racing supercharger will have more power up top. Different powerbands for different purposes. Ultimately, the powerbands of the units both have to work around the same restriction: CA 91 octane. This restriction works well in the favor of consumers in that it reveals how the two superchargers have strengths in different areas. The short version is that the TVS900 used in the Edlebrock system can start flowing more air sooner (at lower RPM) than the Rotrex in the Jackson Racing system, but ultimately is not as efficient in the upper half of the RPM range. Remember, both kits are working with a highly limiting CA 91, so the only way to really make more power, is to be more efficient.

I 100% expect the Edlebrock to be CARB before release, similar to Jackson Racing; both companies have a strong history of complete products that work out of the box without any fiddling, missing parts, "hacks", or complications.

Edlebrock pricing is still TBD, but I expect pricing to match the relative complexity of the system.

Per the bosses at CSG, CSG will be an Edlebrock dealer, and will have kits available at launch time.


The Harrop system will likely not be a contender in North America due to exchange rates, tariffs, etc.

[SkiRideDrive]

Originally Posted by CSG Mike

Perhaps I can shed more light on this.

The Edlebrock unit will have more torque down low, while the Jackson Racing supercharger will have more power up top. Different powerbands for different purposes. Ultimately, the powerbands of the units both have to work around the same restriction: CA 91 octane. This restriction works well in the favor of consumers in that it reveals how the two superchargers have strengths in different areas. The short version is that the TVS900 used in the Edlebrock system can start flowing more air sooner (at lower RPM) than the Rotrex in the Jackson Racing system, but ultimately is not as efficient in the upper half of the RPM range. Remember, both kits are working with a highly limiting CA 91, so the only way to really make more power, is to be more efficient.

I 100% expect the Edlebrock to be CARB before release, similar to Jackson Racing; both companies have a strong history of complete products that work out of the box without any fiddling, missing parts, "hacks", or complications.

Edlebrock pricing is still TBD, but I expect pricing to match the relative complexity of the system.

Per the bosses at CSG, CSG will be an Edlebrock dealer, and will have kits available at launch time.


The Harrop system will likely not be a contender in North America due to exchange rates, tariffs, etc.

When you say the price will reflect the complexity of the system, are you assuming it is more complex than say jackson racing setup, and thus will carry a higher pricetag?

[Summerwolf]

I thought they announced this was going to use a TVS 1320 unit?

[Freeman]

Thanks Mike!

Do you have any experience with Edlebrock systems? I've seen it referred to as "it'll break" in certain circles, and it made me a little wary. Admittedly I haven't done any looking into reliability of their other offerings yet, mainly because I know it'll be a tooth and nail fight with the wife to change over to a different type of boost. And I haven't even decided what I would go with yet


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[ohmai18]

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[sato]

That torque curve just doesn't want to die... Granted, they only took it to approximately 7250rpm, but looks good to me!