It's an exciting time to be a sport compact enthusiast. Honda has brought the Civic Type R to the States for the first time, and same for Ford with the Focus RS. We still have the Evo (actually, not so much) and STI, plus the Scion FR-S along with its Subaru sibling, the BRZ. Most of you know the drill on the FR-S — now renamed the Toyota 86 — the entry-level rear-wheel drive sport compact that can be purchased in the mid $20,000 range. They are fantastic handling cars, but at 200 horsepower they are a bit feeble in the power department. Enter Edelbrock and their CARB legal E-Force supercharger kit.
Edelbrock has done a fantastic job engineering superchargers that look like they came from the factory. The kit comes with an independent heat exchanger and molded lines, with a low-profile surge tank. The last piece of the puzzle is their new air intake inlet.
Features of the E-Force Supercharger System Include:
- High-flow intake box and filter (reportedly two times more airflow)
- Supplied with preformed hoses for ease of installation — no trimming needed
- Bolt-on installation — everything fits right out of the box with no cutting or welding needed
- Features an Eaton Gen VI 1320 TVS rotor assembly, the same high-quality rotors used by many OEMs
- 3-year/36,000-mile powertrain warrantee on supplied calibration (from when vehicle was purchased new)
The self-contained oil system has an 100,000-mile service interval (no drilling or plumbing required). While the kit includes an EcuTek ProECU Programming Kit with E-Force tune pre-installed, our FR-S's only current modification was an EcuTek 91-octane tune, which made the switch to our new tune simple and cost effective. Edelbrock includes very comprehensive, full color instructions that can be , so we are only going to provide an installation overview.
Our super sad FR-S will soon have more HPs thanks to Edelbrock's E-force supercharger. This CARB legal kit is good in all 50 states, and we have the sticker to prove it.
Eaton's TVS (Twin Vortices Series) supercharger rotor group is the cat's meow in current supercharger technology. These rotors are found in everything from the Corvette ZR1 to the Audi S4, which contains the same 1350 rotors as the Edelbrock FR-S kit. The increased thermal efficiency makes them nearly as efficient as a turbo but with instant power response.
We enlisted the help of ACM Performance to help with bolting on our blower. The first order of business is to remove the front bumper, which is easily accomplished via some 10mm bolts and push pins along the top of the bumper, splash shield, and inner fender liner.
The air inlet is removed and disconnected from the factory noise generator, which pipes engine noise back into the cabin.
After removing the fuel rails, injectors, and throttle body, the stock composite intake manifold comes out quickly. Now it's just time to prep a few things, like the heat exchanger, before the supercharger is ready to be bolted in place.
Connect the EVAP connector on the water pump harness to the factory EVAP connector located on the engine harness. An additional pre-made connector will attach to the battery's power terminal to supply power to the Edelbrock water pump.
The heat exchanger that's in charge of keeping the Edelbrock supercharger cool mounts directly in front of the factory air conditioning condenser. The heat exchanger bolts in place without any modifications.
And just like that, the E-Force supercharger, looking like a fighter jet from a futuristic sci-fi movie, drops in place. The pre-formed water lines will navigate their way from the back of the supercharger's intercooler plumbing up to the heat exchanger and back. The fuel lines along with the stock rails and injectors will be reused.
To assure the smoothest operation of the drive-by-wire system, the factory throttle body is reused. An O-ring seal keeps the gap between the throttle body and supercharger airtight.
A dedicated reservoir feeds into a water pump that sends fluid through the heat exchanger and back to the intercooler. It's a closed loop air-to-water intercooler system as you find with virtually all screw- and rotor-type superchargers.
Edelbrock supplies an all-new cold-air intake inlet with large panel filter that's a direct bolt in. It funnels a straight shot of air through the mass airflow housing and into the supercharger.
After filling up the coolant reservoir and reattaching the front bumper, the FR-S is ready for the dyno. With our base map installed, we headed over to AutoWave, Inc. to use their chassis dyno while Delicious Tuning remote tuned our FR-S. We love how the E-Force looks like it came from the Toyota factory — a rightly suitable tick box on the option list. The installation can be accomplished in about eight hours and without a lift!
Our FR-S already had a EcuTeK 91-octane tune and we were able to update the file from Edelbrock for their 91 octane CARB legal tune. Power came in at 170 horsepower and 133.3 lb.-ft. to the wheels on the stock setup with tune only. With Edelbrock's tune we were able to click off 244 horsepower and 195.5 lb.-ft. of torque — an improvement of 74 horsepower and 62.2 lb.-ft. of torque!
Delicious Tuning upped the ante by equipping our FR-S with their D Box. This helps clean up the mass airflow signal and net an additional 10 horsepower. The D Box simply plugs inline.
With Delicious Tuning's custom 91-octane tune and D Box in place we spun the rollers at AutoWave one last time. Power jumped to 261 horsepower and 196.8 lb.-ft. of torque. This was a gain of 17 horsepower and 1.3 lb.-ft. over the Edelbrock CARB legal tune and an overall increase of 91 horsepower and 63.5 lb.-ft. of torque! Our FR-S feels like it should have from the factory thanks to Edelbrock's E-Force and Delicious Tuning!