Ready to think about adding a kit to the C7 this spring/ early summer.

Getting a Z51 7 speed in the next days ahead.

I figure a few thousand miles and I'll be ready by march and this will give the new kits a bit longer to work out any bugs!

Who has them ready to sell in a self install kit?

 

As far as DIY kits, both ECS and Pfadt are taking orders for shipping in the next week or two. First sets from each sold out fast, so I'd get in line now.

Procharger is taking orders for release in February. Edelbrock is taking orders for delivery in 1Q 2014.

Not sure about the status of A&A's kit. I'm sure it's coming soon.

 

Theta love the color combo in your avatar.. is that your C7?? That was the combo on my o8Z
Also I always liked the Edelbrock set up for the fact that it looks clean in its set up and that GM uses this product on there highest end products! any info yet on the Eforce besides the Sema thread?? Thanks
A

 

We have been shipping kits for a couple of weeks now to our distributors, our DIY customers will be receiving their kits on the next round of completed kits.

That said, I would not recommend just purchasing a kit from whoever has one ready to go. Look the kits over thoroughly, it's a fairly large purchase so make sure your getting the best product your money can buy. Layout of the kit, upgradability, materials used throughout the kit, all make a big difference in the long term.

We are confident that after doing so, it will make the ECS supercharger kit that much more appealing, besides just being the first to market shipping wise with a completed product.

 

Excellent points Doug, I absolutely couldn't agree more! When selecting a supercharger system for a C7, it absolutely needs to be a zero compromise solution. The Pfadt C7 supercharger requires zero modification to your OEM components and the entire system integrates seamlessly with all of your factory components. This not only means that the kit is 100% reversible, it is also a testament to our design matrix which has a primary focus on OEM quality, reliability, and world-class performance. It's the small things that really make the difference. For example, our innovative head unit mounting system broke away from the normal plate and spacer system, and replaced it with a more rigid, attractive, and functional piece. This mounting system was designed using FEA (Finite Element Analysis) to create a lightweight, but extremely rigid mount.

However, hardware is only one half of the solution, and any good engineering company understands this from the start. For this reason, we have also chosen to ship the Pfadt supercharger system with a industry leading engine calibration. This is completely different than just getting a standard engine calibration, because with the Pfadt calibration we are actually loading a custom OS on your ECU as well. This custom OS allows us a unique level of control over the LT1 (ex. Pfadt's True Boost Metering™ calibration feature allows us greater airflow resolution), and the result is truly phenomenal .

Here are some pics and videos, call me any time 888-972-2464









Pfadt Race Engineering
888-972-2464
info@pfadtracing.com

 

Any of the top brands will be a good choice.

I spoke with Premier Performance, who did the most recent dyno pulls for Pfadt's kit and he said he was very impressed with the system and the numbers the car was laying down.

Pfadt has invited me to check out their facility and everything, since they are local to me, and I will be stopping by one of these days to see the "behind the scenes" over there.


ECS and A&A have the biggest resume's for tuner shop centrifugal kits using Vortech/Paxton head units.

Procharger is well known and is its own brand by itself, that produces its own head units and kits.

I've used the Vortech/Paxton head units in the past with 100% satisfaction so I will be going with one if those again.

 

Yessir, that's her. Thanks for the kind words!

There has only been a standing release date of 1Q 2014 for the E-Force, with sparse info to accompany that. From the notes, it seemed like they were barely able to make SEMA, and we don't know if that was a running prototype.

 

Absolutely agree - this is a large purchase, and certainly something to research before pulling the trigger.

 

Don't gamble. Go with someone that has experience. Use a trusted source. Just because it was posted doesn't make it true. We all know first timers isn't the best option.

This doesn't only relate to the Supercharger kits. There are many shops that have a Double Doctorate in tuning and some just finished reading the manual.

 

What are the details on "True Boost Metering" ?

Is that just a fancy way of saying Speed Density Tuning, with a higher bar rated MAP sensor?

The ECU in this car (E92) already is loaded from the factory with lots of boost friendly features (obviously due to the boosted Z06 coming) just wondering why you would change this already powerful operating system, with lots of GM engineering

Mass Air tunes have been proven to work on these cars, even with FI. Just wondering if you could expand more on this vs. ECS.

 

In fairness, I think all the vendors would agree that tuning for this platform is still in its infancy.

I have no personal knowledge of what they're using or how they're doing it, but there are wildly different ways of tuning these cars thus far. To be honest, there are not enough of us (modding these so quickly) to create a data pool yet.

That will be fixed shortly, I'm sure.

 

Post of the year!

 

I do have to commend the current shops that have come out with all of these power adders (S/C, TT, H.C, etc) in that they've held back on releasing until they are satisfied with the tuning performance and feel confident enough to place the products on consumer cars.

Speaks volumes about the quality of our vendors and shops here.

 

Thanks you sir!


Although I agree with C7pimp that all the top brands will be "good", there are several differences between our kit and others I have seen on the market.
All the kits are "engineered", and all are CAD drawn on one program or another, but we have used our over 20 years of focusing mainly on supercharging experience to make what we truly believe is the best product we have ever produced.
We have listened to our distributors, & listened to our DIY installers suggestions, we know what things gave people the most trouble upon installation and so on. Combined that with our street and racing experience over those years, and we ended up with this supercharger package.
We know what tensioner to use, how the belts are best routed for better life, ease of pulley changes, ease of belt installation, the need for a dedicated SC belt in an 8 rib configuration, etc etc etc, and thats something that cannot necessarily be engineered. Somethings just need experience for the best results.

Anyone interested in discussing the format in which we laid our supercharger kit out with and why, you are always welcome to call us at 609-752-0321, or email at sales@eastcoastsupercharging.com
Phones are often very busy, so emailing might be the best option

Thanks!

 

I am new to FI in Chevy's, I have gone down the long road with Supercharging BMW's. I am curious if most of the aftercoolers are air to air or air to water? Also interested in what type of IAT's we are seeing with these cars ambient +, can they hold up for DE's and not have problems.

The engine is higher compression and the internal pistons are cast so wondering what kind of boost levels your recommending.

 

Air to water is typically more for race car applications in the Corvette, or some of the roots blowers where an A/A would not work. Most, if not all centrifugal kits use an A/A intercooler for best results.

The IAT's we have seen here and in Fl are right in line with our C5 and C6 kits typically stay. It's cold here now, so I have not seen over 120* IAT's no matter how long the car has been running, but naturally that will increase as the warmer weather comes around.

Although we have not had a supercharged C7 on the road course yet, we know from past experience with our other supercharger kits that a larger radiator will be suggested, but time will tell. We placed the intercooler in a place that leaves full air flow to the radiator, so it's not from the supercharger kit that may require the aftermarket radiator, it's the additional power being made that will generate more heat.

We have had many of our customers road race their supercharged Corvettes, included guys with over 1000 rwhp, but typically it's not the direction we put people in who are very focused on road racing, an occasional HPDE guy is a whole different story though. We have been able to do well in that market with the supercharger.

I hope that answered your questions.

 

100% Correct, and I agree that this platform has limited exposure in the tuner world, however the only thing "new" about it, is that most GM based tuner shops haven't had many DI E92 vehicles in before, (well really very few have).

However this ECU is not new to the C7......nor is it to Forced Induction. It's really a strait forward ECU, its got MORE then enough to understand boost with the current OS, and isn't even a far cry from standard GM OS architecture.

So I am wondering why change the OS, unless there is a specific reason, other then for marketing.

(Otherwise its just like the age old, Speed Density vs. MAF tuning debate)

I guess as I said, I want to know more about what exactly "True Boost Metering" means, and why it needs a trade mark attached to it.

Unless there is a reason, I would think the K.I.S. method would apply (Keep It Simple) the less changed, the better. Why deviate from a OS that GM has spent countless hours testing and perfecting, when no real issues have popped up with standard over the counter tuning methods other then hard value TQ limits. (Which isn't even an issue in these low boost applications

EA

 

I was thinking, while you're waiting to upgrade to the supercharger, you should try out tune out. I've actually been sending it out at zero cost for anyone who wants to try it. Give me a call or sign up by clicking the image below

Link To Sign Up:



Pfadt Race Engineering
888-972-2464
info@pfadtracing.com

 

I'm not going to get into the "who's tune is better" debate, but I agree with you completely. I know you know your way around tuning for years as well.

One thing to consider here guys, a custom OS from a tuning device that is not the most common out there (HP tuners or EFI live) means that you cannot make any changes to that file, so basically any other tuner is locked out of your vehicle. Including you, I can be corrected if thats not the case, but my experience in this field leads me to believe this.

We have tuned thousands of Corvettes since tuning the LS engine started, in both forms of tuning, SD and MAF. Just looking at my cables, there's a counter on them, I have down loaded nearly 20,000 programs since mid 2008 when I replaced them and that does not include files that were emailed. So I have tried every type of tuning direction there is, and use both direction in different applications when I feel they suit the build the best.

For a stock C7 I prefer to use the MAF for two reasons, one your usually going to get slightly better fuel economy in the transitions, slight but some of these cars are DD's. And the second reason is that's the method most tuners are familiar with, so I want them to have the ease of making changes when needed. When parts are added, power increased and so on. Both methods will yield great results as I tune most of the C6's out of here SD, but I have tunes for MAF's as well to send out to our installers when necessary. Both have long term success' behind them.

All it takes to make the ECM "read boost", is simply swapping a MAP sensor and rescaling, the computer is already boost capable as E.A. pointed out, so this is certainly nothing new and has been around since 2006 with the E38 ECM, without installing any kind of a custom operating system. You can do that while also retaining the MAF sensor if you wish, point is there are more ways then one to skin a cat, and they can all provide a safe and reliable tune when correct.

So one method over the other does not yield better results in these scenario's when tuned correctly, and you do not want to be locked into one tuning method and or tuner. This will eventually become a problem for someone sooner or later.

 

The Pfadt proprietary LT1 GEN-V operating system retains the OE MAF functionality and accuracy 100%. We do not "rescale" any parameter as we consider that to be detrimental to the resolution and accuracy of the metered air that the ECM accounts for. We do not just "tune" a vehicle. We provide powertrain calibration reprogramming without the constraints of what is currently made available by HPT or otherwise.

We add resolution where resolution is needed. We add definition where definition is needed. We add instrumentation where instrumentation is needed. Our software solution is not a compromise limited by what is commercially available, it defines and is the state of the art. Period.The C7 is the beginning of a new generation of powertrain products. This is why we have a department of software engineers working symbiotically with our automotive engineers. This is how we get a more powerful & stable solution than any other manufacturer and time will prove that. We would be happy to provide a demonstration of what our proprietary operating system can do if you so feel inclined. When implemented on any Corvette C7 forced induction application, the result is a smoother more stable less quirky vehicle, and will perform as such in any environment. All OE functionality is retained, including reported power and knock sensor sensitivity.

Doug, all things aside, I have to say that I am actually very flattered you've taken the time to try and understand what we've been developing for the C7. If you have any questions, feel free to call us anytime. I think the Corvette community only has something to gain from all of this, and I think it is safe to say that we all look forward to bringing only the best products to the C7 community.

Pfadt Race Engineering
888-972-2464
info@pfadtracing.com