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

[CSG Mike]

Originally Posted by StraightOuttaCanadaEh

Guys, I have a question.

For the 2017 86 (just in case the OEM exhaust is in any way different from previous years), if I don't upgrade the headers and front/over pipe (I was gonna keep them catted anyway), how much power would I be missing out on? I just don't think the noise level is something I'll be able to get away with where I live, so I think apart from the catback I'm gonna keep the rest of the exhaust stock.

There are other ways of keeping the noise level down, while increasing output.

Edelbrock in CARB form is about 285 crank

For example, going Ace header + catted front pipe + stock exhaust (~320ish crank) would yield a car with significantly more torque and horsepower, with virtually zero volume increase (2-3dB).

Alternatively, you could also do a front pipe in addition to the above (~330-335 crank), but the stock muffler will have a rather ugly rattle, as it wasnt designed to handle that kind of exhaust harmonic.

Lastly, you could go ACE header + Ace front pipe + CSG Touring86 exhaust, which would have a distinctly aftermarket sound, but is still quiet enough to pass a 90dB restriction day at Laguna Seca. In fact, many track guys with an Edelbrock/Harrop + Ace header + Ace front pipe + Flex Fuel + Touring86 (~400 crank) have passed the 90dB restriction at Laguna with zero issues.

For reference, the legal limit in California is 96dB, so the above setup is actually quite stealthy, but just enough volume to command a presence with anyone who is a car enthusiast.

[StraightOuttaCanadaEh]

Originally Posted by CSG Mike

There are other ways of keeping the noise level down, while increasing output.

Edelbrock in CARB form is about 285 crank

For example, going Ace header + catted front pipe + stock exhaust (~320ish crank) would yield a car with significantly more torque and horsepower, with virtually zero volume increase (2-3dB).

Alternatively, you could also do a front pipe in addition to the above (~330-335 crank), but the stock muffler will have a rather ugly rattle, as it wasnt designed to handle that kind of exhaust harmonic.

Lastly, you could go ACE header + Ace front pipe + CSG Touring86 exhaust, which would have a distinctly aftermarket sound, but is still quiet enough to pass a 90dB restriction day at Laguna Seca. In fact, many track guys with an Edelbrock/Harrop + Ace header + Ace front pipe + Flex Fuel + Touring86 (~400 crank) have passed the 90dB restriction at Laguna with zero issues.

For reference, the legal limit in California is 96dB, so the above setup is actually quite stealthy, but just enough volume to command a presence with anyone who is a car enthusiast.

Thanks for the reply. I should have mentioned that I already have a Corsa exhaust. I'm not willing to go catless unfortunately, since having followed catless cars on the road and smelled the unbearable stink, I'm gonna remain air friendly. So basically what is the power difference between stockFP-stock header - aftermarket catback AND resonated, catted FP - catted headers - aftermarket catback. Those are my two options. Thanks! I'm in Canada by the way, sadly far away from Laguna Seca.

[CSG Mike]

Originally Posted by StraightOuttaCanadaEh

Thanks for the reply. I should have mentioned that I already have a Corsa exhaust. I'm not willing to go catless unfortunately, since having followed catless cars on the road and smelled the unbearable stink, I'm gonna remain air friendly. So basically what is the power difference between stockFP-stock header - aftermarket catback AND resonated, catted FP - catted headers - aftermarket catback. Those are my two options. Thanks! I'm in Canada by the way, sadly far away from Laguna Seca.

I don't know. You'll have more gains with an uncatted header + stock FP, than two aftermarket cats. Two aftermarket cats is not very efficient for eliminating smell OR gaining power, and isn't something I've seen tested.

[toast]

From a theoretical standpoint, having headers on an engine that is boosted should actually lower the loads on it, correct?

My thinking is as follows: When you put a supercharger on an engine you are stuffing more air in, producing a more powerful power stroke. The reason headers get you more power in this case is that you are reducing the pumping losses during the exhaust stroke, correct? So from an 'I don't want bent rods' point of view the extra power you gain from headers should actually lower the likelihood of engine failure.

Someone tell me if I'm wrong.

[StraightOuttaCanadaEh]

Originally Posted by toast

From a theoretical standpoint, having headers on an engine that is boosted should actually lower the loads on it, correct?

My thinking is as follows: When you put a supercharger on an engine you are stuffing more air in, producing a more powerful power stroke. The reason headers get you more power in this case is that you are reducing the pumping losses during the exhaust stroke, correct? So from an 'I don't want bent rods' point of view the extra power you gain from headers should actually lower the likelihood of engine failure.

Someone tell me if I'm wrong.

Makes sense to me. I just dont wanna end up with noise complaints. A few of my neighbours already told me how loud my exhaust is on cold start, and it's just a catback. I figure they won't be as friendly if it gets even louder. So a catted header and a catted dual resonated front pipe would be a must. At least that'll increase the diameter and let the exhaust gases flow out easier.

[CSG Mike]

Originally Posted by StraightOuttaCanadaEh

Makes sense to me. I just dont wanna end up with noise complaints. A few of my neighbours already told me how loud my exhaust is on cold start, and it's just a catback. I figure they won't be as friendly if it gets even louder. So a catted header and a catted dual resonated front pipe would be a must. At least that'll increase the diameter and let the exhaust gases flow out easier.

bigger diameter = slower flow (more volume in exhaust for same volume exhaust flow).

Bigger is better when its a restriction (it's not), or when you have a turbo (you don't).

[StraightOuttaCanadaEh]

Originally Posted by CSG Mike

bigger diameter = slower flow (more volume in exhaust for same volume exhaust flow).

Bigger is better when its a restriction (it's not), or when you have a turbo (you don't).

But I thought in these cars the exhaust is the restriction? Headers, to be specific.

[CSG Mike]

Originally Posted by StraightOuttaCanadaEh

But I thought in these cars the exhaust is the restriction? Headers, to be specific.

The cat in the header, to be specific.

[StraightOuttaCanadaEh]

Originally Posted by CSG Mike

The cat in the header, to be specific.

But if let's say you have a catless header and then a catted front pipe, does't that create a high pressure area just before that #2 cat? Sorry about the questions, just trying to figure it out once and for all.

[CSG Mike]

Originally Posted by StraightOuttaCanadaEh

But if let's say you have a catless header and then a catted front pipe, does't that create a high pressure area just before that #2 cat? Sorry about the questions, just trying to figure it out once and for all.

No more than already was there, but now it allows for the header to scavenge more efficiently.

You want the cat as far back as possible, theoretically speaking.

Time attack cars with a cat restriction will always place it as far back as possible for that reason.

I use an Ace header with stock front pipe, precisely because I want maximum gains with no smell.

[StraightOuttaCanadaEh]

Originally Posted by CSG Mike

No more than already was there, but now it allows for the header to scavenge more efficiently.

You want the cat as far back as possible, theoretically speaking.

Time attack cars with a cat restriction will always place it as far back as possible for that reason.

I use an Ace header with stock front pipe, precisely because I want maximum gains with no smell.

Interesting. Thanks for taking the time to answer my questions. Much appreciated

[ThatAsianBradah]

It's been several months since I got my 2017 86 boosted with Edelbrock and for the first time I got a CEL to show up. I didn't check the codes yet, but I'm immediately thinking it's a dirty MAF sensor. Just curious if there are other 2017 owners with this supercharger that had a CEL randomly show up and what they did to remedy the issue.

Sent from my SM-G950U using Tapatalk

[CSG Mike]

Originally Posted by ThatAsianBradah

It's been several months since I got my 2017 86 boosted with Edelbrock and for the first time I got a CEL to show up. I didn't check the codes yet, but I'm immediately thinking it's a dirty MAF sensor. Just curious if there are other 2017 owners with this supercharger that had a CEL randomly show up and what they did to remedy the issue.

Sent from my SM-G950U using Tapatalk

Lets pull the code first!

[Xxyion]

Originally Posted by StraightOuttaCanadaEh

Thanks for the reply. I should have mentioned that I already have a Corsa exhaust. I'm not willing to go catless unfortunately, since having followed catless cars on the road and smelled the unbearable stink, I'm gonna remain air friendly. So basically what is the power difference between stockFP-stock header - aftermarket catback AND resonated, catted FP - catted headers - aftermarket catback. Those are my two options. Thanks! I'm in Canada by the way, sadly far away from Laguna Seca.

I ran this SC with stock Headers and JDL Ultra quiet FP.

I managed 240 whp on 91 Octane.

As far as your noise worries. The stock FP is going to be the most quiet. If you change it even to a High Flow Cat it WILL be louder than the stock one. Not by much but it was noticeable to me (i'm back on stock fp right now).