1. Procharged C7 Installation Manual

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The ProCharger crank pulley works by using a system of 'cam-locks' to securely grip the factory balancer, taking the load off the crank bolt, and ensuring years of service without worry. Combining this 8.125' crank pulley with a multi-position, fixed idler near the supercharger pulley, the system was designed for maximum belt wrap.

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Let’s face it; the Gen V LT1 in the ’14 Corvette Stingray is a complicated animal. Variable Valve Timing (VVT), Active Fuel Management (AFM), Direct Injection (DI)—and plenty of other acronyms I can’t think of right now—sit beneath a metallic motherboard that looks nothing like last year’s valley cover. So a simple solution that bolts on and adds over 120 rwhp is like a breath of fresh air.

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Of course, “simple” is not an adjective that the Edelbrock engineers would attribute to their E-Force Supercharger Kit for the ’14 Stingray. Adapt a C6 supercharger kit, they said. It will be fun, they said. Internally, the supercharger is similar to the E-Force C6 (’05-’13 Corvette) kit. The Eaton TVS2300 guts we’ve come to know and love are inverted to blow up into the plenum, and then down through the intercoolers and into the runners. However, the air-to-water intercoolers use higher density cores that are more efficient, and have the benefit of a much larger heat exchanger and a pump that flows 40 percent more water.

Procharged C7 Installation Manual

According to Rob Simons, Edelbrock’s Vice President of Engineering, the real key to the C7 kit’s design is that it uses modular runners that bolt to the heads and blower housing instead of being integrated like the C6. This design solved the packaging issues that, he says, forced GM to use the smaller 1.7L Eaton R1740 on the ’15 Corvette Z06. In fact, Rob says Edelbrock’s modular design will allow it to adapt this kit to the Z06, which affords larger rotors and intercoolers. Externally, the differences between the E-Force C6 and C7 kit are even greater. Instead of using the factory’s 6-rib pulley system to drive the supercharger, the C7 kit uses a proprietary harmonic balancer with a dedicated 10-rib drive. The drive pulley bolts to the balancer like many aftermarket types, allowing the use of an overdrive pulley for more boost.

The aesthetics of the supercharger were deliberately given a unique touch to signify that this kit is not simply an adapted C6 kit. This fact is even more apparent when you see how well the supercharger integrates with the factory equipment from the DI fuel system all the way down to the heat extractor hood and airbox.

About the only compromise needed to take a ’14 Corvette Stingray from 460 to 624 horsepower is the loss of Active Fuel Management (aka DOD). This was necessary to dial-in the supplied tuning, and not considered a high priority among its customers. However, with custom tuning this may be rectified. Just because the E-Force is on the market, that doesn’t mean Edelbrock isn’t still on the move.

Certification is pending with the California Air Resources Board (CARB), and Edelbrock expects an EO number for the C7 by the time you read this story. In addition to the previously mentioned accessories and Z06 kit, engine dyno testing is also being conducted to reach the upper limit of the E-Force’s capabilities. The engineers say that 640-650 hp is about the extent of the factory fuel system, which is only a pulley change away from the 624-horse Stage 1 Street Kit. Edelbrock’s in-house 416-cid stroker with ported heads uses a COMP Cams camshaft with a redesigned fuel pump lobe to boost fuel flow. Using race gas, they’ve already hit 830 hp, with more room to go.

We first laid eyes on Edelbrock’s E-Force Supercharger for the C7 at the SEMA Show last November. Since the ’14 Stingray had only been on the street for a few months, it was one of the only boosted C7s on the show floor. At the show, Edelbrock stated that the C7 kit, like the C6, would be 50-state legal and come with a 5-year/100,000-mile powertrain warranty as delivered. With such confidence behind its product, clearly Edelbrock has put its share of engineering into the C7 kit.

We couldn’t wait to get our greasy hands on it, so we hooked up with Redline Motorsports in Deerfield Beach, Florida. Redline is no stranger to the pages of Vette or to the E-Force family of superchargers, having installed quite a few C6 superchargers. “We have been working with the team at Edelbrock since the introduction of the E-Force on the C6,” stated Howard Tanner, Redline proprietor.

“From day one we have been impressed with the engineering and attention to detail. The systems have a very OEM factory design, which leads to maximum reliability, which is critical for our company’s reputation. Our customers love the appearance of the new system and most certainly the big, flat torque curve that this positive displacement supercharger produces!” Our test subject is a seven-speed manual equipped Z51 model with dry-sump oiling. We’ll be putting the E-Force Stage 1 Street kit (PN 1570) to the test on Redline’s Land & Sea chassis dyno for some before and after comparison. Follow along as this Stingray adds some serious sting. The Edelbrock E-Force Supercharger for the ’14 Corvette Stingray (PN 1570) is advertised to turn 460 hp into 624 hp—just a tick under the upcoming Z06.

Kits are available for the dry- or wet-sump Stingray as well as with or without a tuner. An Eaton TVS2300 rotor package, air-to-water intercooler, bolt-on runners, and a dedicated 10-rib drive system are the principle components. Though the runners are more than half as short as the C6 kit due to packaging constraints, Edelbrock says the spark curve used with Direct Injection helps make up the torque.