Hi all this is my first post,
I am looking to install a supercharger in my 09 6.2l ls3, kind of hung up at the Edelbrock stage 2 system and the Magnussen heartbeat,the edelbrock would run me about $8300.00 can. and the mag would be $9800.00 can. does any one see a big difference between the 2 to warrant spending the extra $1500.00.
Thanks in advance for any info you may give.

 

or have any other recomendations

 

Personally, I think the Heartbeat has a lot more going for it than the E-Force. I guess the question is whether those differences (lower IATs, better intake plenum design) are worth the extra cash if that's really the price difference.

I ended up buying a Heartbeat for my GS as I feel it's the best TVS style blower kit out there right now for the C6, but I also paid a price that was very close to what I could have bought an E-Force for. I'd recommend contacting Supercharger Connection (superchargersonline.com) to see what he can do for you.

 

We have the Eforce on our GS. It has been on for over 50,000 miles is 0 ZERO! Problems. We chose the Eforce because we know the EDELBROCKS and their blower has been out for years. Ours is our daily driver and our long trip car too as well as we drag race every Thursday night. I'm not sure I'm ready to accept that the Heartbeat has SIGNIFICANTLY lower IAT's. Our GS is about to roll over 80,000 miles and I wouldn't hesitate to drive it anywhere. To me the Eforce is just a better package all around. You will get many opinions from many different people. When we were planning on a supercharger I talked, read & researched them for almost a year. Also I was repeatedly told the Heartbeat would available in 2-3 months. Only to be told the same story over and over. Its just too new for me to trust its reliability. You can make pretty big HP with either kit. You will have to decide what you want your car to be best at and there for please you the most. Good luck and please post which one you decide on and how well it performs for you.

 

Hi,
Thanks for the info, i will check out the supercharger connection, i should add as well that i would be using the car for long trips as i like touring your guy's beautiful country which puts me on some pretty long drives,i am not interested in advancing to any track racing,just looking for a little more when cruising around and get bothered by everyone who pulls up beside you in a mustang or camaro and feel they have to show the vettes a few things.i use the car 6 months out of the year and not for daily driving so it is somewhat of a toy for me,and a long trip car so reliability is important as well over all.

 

For the use you describe I am sure either system will be great. I have an eforce for 4 years now with no problems at all. I am sure the heartbeat is a great system as well but to date I have seen no proof that it is "better", only claims of lower IATs which I have yet to see.
If I was doing it again now, I think my choice would lean towards the eforce only because it has been out quite a while and proven very reliable. Given the price difference you quoted my choice would be easy. If they are close in price then get the one you feel more comfortable with after doing your homework.

Good luck whichever way you go. You are going to love the added power.

 

Thanks i agree,am leaning towards the eforce.do you have the 554 hp or the 599hp, i am thinking of the 599.

 

I originally put the 599 kit on my 2007 stock C6 convertible. It ran great and was a blast to drive. The only difference on install is the pain of installing the Z06 fuel pump. Very reliable and plenty of power for the street. (more than enough to get in trouble if you aren't careful).
I have since upgraded a few things for more power, but for the use you describe, just do the kit and enjoy it.

 

Thanks to all, very sensible responses, much appreciated. i think i will do the eforce 599 hp set up.

 

I don't think you can go wrong with either for a mild (i.e. stock) setup. I feel the Heartbeat will provide a little more consistent performance, but otherwise they'll probably put out similar hp per pound of boost -- not counting the boost "climb" the E-Force gets at higher rpm.

I do think the Heartbeat has been proving itself more reliable than the E-Force was when it was at the same point after it's release, but I know Edelbrock has made a lot of changes to make things better and is now a solid product. I've yet to see or hear of ANY issues with the Heartbeat, but that's not too surprising as Magnuson has been making superchargers for a LONG time.

I actually got to tour Magnuson's facility some years back, and was pretty amazed by some of the things I saw. Mainly an R&D area that was being used for OEM Lotus supercharger development. I think it was for the Elise S and Exige. They also had a factory Toyota supercharger project that I wasn't allowed to see; but I know it was the TRD supercharger system for the Tundra that was released not long after.

That was the point where I realized the level of engineering and expertise this company has. Not many aftermarket performance companies do projects for big auto manufacturers. I've got nothing bad to say about Edelbrock as a company, but Magnuson is a supercharger company -- period.

 

I have no idea what you mean by "consistent performance". The eforce did have a few very minor issues when it came out, but edelbrock has addressed them promptly and correctly. I wouldn't be surprised a few minor things start to show up on the heartbeat, when it has been out for a while and there are more in use. Either way its a non issue because I think both companies will stand behind there product. (I know edelbrock did for me).

As far as the famous "boost creep", it is a non issue and not a bad thing once you actually understand what causes it.

As I said before, I don't think either is a bad choice. For me comes down to price and personal preference.

 

Maybe a little off-topic, but I thought this assembly video of an E-Force was pretty cool:

 

By "consistent" I mean that I can make back-to-back pulls and the IATs stay out of the zone where any timing is pulled. IAT control/recovery is very good on the Heartbeat. From what I've seen of the E-Force, it doesn't do this as well. That's all.

Edelbrock is a standup company. I used to buy a lot of speed parts from them in my gen 1 small block days. I do remember seeing quite a few E-Force problems on here a few years back, though. Some were related to the flash programmer/tuning, some were related to defective parts, and some were likely installer error. While they stood behind their product, it's still not fun to deal with things breaking or not working as they're supposed to.

Most of the supplemental parts on the Heartbeat have been well proven over the years on older jackshaft Maggie kits. I don't foresee much in the way of problems. The head unit itself is a new design, but I don't see much to fail there. I guess we'll see.

As far as the "boost creep", I can't see that being anything but intake manifold restriction. Boost = heat; and with that increase not being a result of spinning the blower faster, I don't see it as a good thing.

There is no shame in admitting that Magnuson has made some advancements to the underhood TVS2300 design since Edelbrock released the E-Force ~4-5 years ago. Competition and product evolution is what gives us better parts. I'm the type that wants the best available parts for my projects -- and right now I think the Heartbeat is the best TVS2300 based blower available.

 

By the way... I'm basing my data on the E-Force IATs from threads like these:

http://forums.corvetteforum.com/c6-t...-too-much.html

http://forums.corvetteforum.com/c6-f...e-e-force.html

As well as what the owners of the shop who's dyno I use have seen. Charlie actually did early E-Force testing and tuning for Edelbrock -- so I tend to trust his opinion on this.

 

I sent you some logs of my early dyno runs showing some pretty impressive IAT numbers. Back to back to back dyno runs with the IAT's of the third run not much higher than the first. The three runs were made in about two minutes. I don't remember the exact numbers, but I do remember the tuner saying that an EForce would see 170+ degrees where the Heartbeat was seeing 120. His words, not mine.

 

Believe me. I would have no shame in admitting a heartbeat is better and improved over an eforce, except for that I just don't see proof of that anywhere.

I can post you logs of my latest dyno session, where after multiple back to back runs the IAT's never got over 130. Now remember, this is an eforce maxed out with the smallest pulley, running at max rpm and making 780 rwhp. Every example I have seen of the heartbeat, the IAT's are similar or higher, and they are not maxed out like my eforce is.

As far as the " boost creep" , I think you make a big deal of it without understanding it at all.

Here is an explanation....

"One of the things people notice with our superchargers and don't quite understand is, the boost curve. It looks different than that of a conventional positive displacement set-up which will be relatively horizontal but may fall off a little bit at the end.

"Ours is relatively horizontal until about 5000 rpm, then it starts to rise as we start to loose that tuning effect. That's not to say the runner becomes a restriction, but you're out of the range for which the runner is tuned, so you no longer have the advantage over the short runner manifold–you're not suddenly worse than the short runner manifold, you've just lost the enhanced runner scavenging. While we can tune that runner length for any rpm range, 2000-5000 is where the engine mostly runs on the street, so that's where we tune the runner to resonate.
"The results are: lower air intake temperatures, greater efficiency from less parasitic loss and the off-idle response you would have from a normally-aspirated engine because of better distribution. Also, the better distribution from the individual runner manifold enhances our ability to calibrate because every cylinder is getting the same amount of fuel and air. When every cylinder is consistent, it's easier to optimize tuning whereas, when you have one cylinder that's running hotter than others because it's getting more air and more fuel, it makes it difficult to get them all tuned to the lowest common denominator, so you have to tune to the worst cylinder.

"When you have just an open plenum design, air fuel is going everywhere in there and when you monitor your EGTs, you're going to have quite a variance. You, also, notice this when you monitor the temperatures at the cylinder head port entries. With an open plenum manifold, you'll have quite a variance in air temperature, cylinder-to-cylinder. Eaton considers 60 degrees, from hottest to coldest, to be reasonable. With our Camaro E-force, our hottest cylinder to coldest cylinder air charge temperature difference is 20 degrees–much better distribution. That allows us to control our spark more efficiently because, obviously, the less air temp you have, the more spark you can put in it."

 

I did see those logs and appreciated them as I was trying to determine if the heartbeat really does as it claims and has amazingly low IAT's.

I have never seen 170 IAT's with my eforce at any of the levels I have run it. That is just bad info.

As stated in the post above, on multiple back to back runs, with the blower totally maxed out in every respect, IAT's never got over the 130 area.
At the track, if starting with IAT's already a bit high, I can see up to the 150 area. That is not a big deal and I am willing to bet other blowers are not much better, if better at all. My best 2 runs ever were back to back with no cool down in between.

Again, I am not saying the eforce is better. I just thing the heartbeat hype about low IAT's is just not true.

 

Barry your getting lots of information from the guys here... Do your homework also... I opted for the Heartbeat unit...You decide what you want ...

 

Well… You know my opinion on this one….

I figure my screen name showing up in this thread was enough to make some peoples blood boil!

Carry on with the sales pitch and marketing gimmicks of the heat pumps gentlemen.

Not only will it add 100hp, you can fry your eggs on top of it to!!!

But Wait, if you act now! You to can receive a item that costs far to much money and delivers meager performance gains!

Off to the united sports car championship race at road america for me! This was a great start to my morning.

PD Blower hating A$$hole out..

 

Don't mind him. A PD blower fell on his head as a child.

Truth be told he made some bad decisions, couldn't get things to work well, and is now the poster child for the PD Blower Bashing Association.