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MagnaCharger C5 TVS 2300 Supercharger System - Brute Force!144hp Gain to the Wheels with MagnaCharger’s Latest C5 TVS 2300 Supercharger System From the May, 2011 issue of Chevy High Performance By Henry De Los Santos Photography by Jon Barrett
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We just can’t get enough of the Z06. While our resident Corvette is relatively new to the pages of Chevy High Performance, our first experience behind the wheel of this ride was during the 2005 Hot Rod Power Tour. Since then, we’ve gained a lot of valuable seat time at various cruises, including a number of autocross and drag racing sessions. What did we learn? Foremost, the General really put together one outstanding package. And given the horsepower-to-weight ratio, it’s a tough combination to beatat least until now. Much like every vehicle we own, as we began to improve on the factory offerings, such as installing the LG Motorsports GT2 coilover suspension (Confidence Inspiring, Feb. ’10), we learned that we were able to apply the throttle much sooner through the turns, which incidentally also ignited our appetite for added power. Rather than doing a cylinder head, camshaft, and manifold swap, we were heavily influenced by the latest C6 ZR1 powerplant. Resting on top of the LS9 is a four-lobe supercharger that generates gobs of power and is the envy of the supercar community. Once we learned that same technology was readily available, it only seemed fitting to install the same MagnaCharger MP 2300 TVS supercharger onto our LS6 mill. With the hood removed, we... With the hood removed, we drained the coolant, and everything from the fuel rail covers to the air inlet duct tubing, including the wire harness and sensors, were disconnected to gain complete access to the manifold. From there it only takes 10 intake bolts to pull the manifold out completely. If you aren’t familiar with the TVS 2300, let’s start by saying it’s a very capable blower that’s already proven to generate in excess of 900 hp. Similar to the earlier three-lobe design that feature lobes with a 60-degree helix shape, the TVS 2300 takes it to the next level by utilizing four lobes with a much more aggressive 160-degree twist of the rotors. As the rotors turn, it’s this spinning motion that speeds up the air and forces it through the intake side of the cylinder heads. We also dig that these superchargers have a reputation for being extremely efficient and have a tendency to generate an incredible amount of big-blocklike low-end torque as early as 2,000 rpm. What’s not to like about that? To handle our install, we went directly to the source at Magnuson Products in Ventura, California, where the experienced crew was able to complete the install in a day. For those looking to handle the installation personally, you’ll definitely appreciate the detailed 52-page manual that will help you get the job done correctly the first time. If you’re on the edge debating whether or not the TVS 2300 is the ideal supercharger system for your C5 or C6; let’s just say all doubts will be put to rest the moment you throttle it. To fit the MagnaCharger TVS system, you’ll have to swap out the factory hood for an aftermarket setup. Of the number of hood options, based on MagnaCharger’s recommendation we ordered Lingenfelter’s Supercharger Hood by Starcraft. These hoods were originally designed to accommodate MagnaCharger’s M112 system, but based on the housing specs, we knew it would be close and wanted to see how the hood would fit the TVS 2300. The good news is, the Linginfelter hood bolted right on with minimal effort, lining up perfectly against the factory body line. The only issue we ran into was at the rear of the cowl while at speed; the air would push the hood down just enough to slightly haze the rear pulleys. The quick and easy fix was to clearance the area with a high-speed rotary tool (e.g., Dremel), but we’ll get into finer details during our upcoming Paint & Body issue, where Best of Show Coachworks in San Marcos, California, applied the shine to our new hood.  With the hood removed, we...  With the hood removed, we drained the coolant, and everything from the fuel rail covers to the air inlet duct tubing, including the wire harness and sensors, were disconnected to gain complete access to the manifold. From there it only takes 10 intake bolts to pull the manifold out completely.  Using a vacuum cleaner, we...  Using a vacuum cleaner, we then cleared all debris from the valley before covering the intake ports with tape (rags will work just as well); the last thing you want is to have anything fall into the cylinder heads.  To prevent the crank pulley...  To prevent the crank pulley from spinning under load, MagnaCharger includes a pin kit with every system. There are two ways to gain access to the balancer, and either method is fine and should be based on what you’re skill set or tools will allow. The first option is to remove the entire fan assembly or, alternatively, you can remove the rack-and-pinion. Once you have access, the front balancer bolt has to be removed and swapped for the supplied drill guide. From there all you have to do is drill to the second step of the bit, remove any residual metal shavings, use the supplied reamer, and insert the two hardened roll pins with a hammer and punch. Lastly, install the new factory GM balancer bolt.  Moving to the top of the engine,...  Moving to the top of the engine, the front coolant vent lines were swapped with a new set specific to the supercharger assembly.  The TVS 2300 comes complete...  The TVS 2300 comes complete with fuel rails, injectors, and rear pulleys with a belt. We should mention that the housing is also available in your choice of black or chrome finish.  To fit the TVS 2300, the factory...  To fit the TVS 2300, the factory knock plate needs to be swapped out for the supplied unit and includes new bolts. You do end up reusing the gaskets, so be sure to keep track of the six original O-rings.  Even if you like to work alone,...  Even if you like to work alone, we strongly recommend enlisting a second pair of hands when installing the supercharger.  To secure the supercharger...  To secure the supercharger assembly, start by finger tightening the 10 intake bolts and be sure to torque them down to 89 in-lb.  With most of the supercharger...  With most of the supercharger portion complete, it was only a matter of plugging in the MAP sensor, installing the new serpentine belt, throttle-body coolant hose, and sensors. When the opportunity came to install a supercharger, we didn’t question the chance of bumping up the horsepower levels; seriously, the thought of making at least 450 hp to the rear wheels seemed rather epic. And when the chassis dyno rollers came to a halt, we were even more impressed with the 492 figures and started to wonder how our nimble chassis would react to its latest incarnationactually, it took it just fine! The TVS 2300 is remarkably quiet, with only a subtle hint of a whistle at idle. Our initial drive was limited to bumper-to-bumper traffic, but it was a great opportunity to see if there would be any changes in the operating temperatures, including any idle surges. Nothing, and it was rather drama-free. A few weeks later we took our first road trip to Arizona, where we logged well over 1,200 miles over the course of three days, even running down the dragstrip and taking a few laps during the autocross session; if there was any testament to how it behaves on the road, this was the trip to find out. By the time we returned home, even after a tour of the Grand Canyon and red sand formations in Sedona, it was hard to get out of the car because we wanted to keep driving. During the short but mileage-heavy weekend, we experienced everything Mother Nature could throw at us, including heavy rain, a bit of heat, and the cool nights (granted, no snow), and the Z06 performed flawlessly with its newfound power. Best said we’re talking a very factory-like demeanor until you step on the loud pedal. We’ll be very real about this, as docile as it may seem under normal driving conditions, the bottom end torque is extremely healthy and can easily get away from you. Our advice: Play it safe and romp on it only where it’s appropriate. CHP BY THE NUMBERS
NATURALLY ASPIRATED SUPERCHARGED
RPM HP LB-FT RPM HP LB-FT BOOST (psi)
2,100 118 297 2,100 151 377.7 5.5
2,200 124 296 2,200 164 392.1 5.8
2,300 131 299 2,300 177 404 6
2,400 138 301 2,400 188 412 6.2
2,500 145 304 2,500 199 419 6.4
2,600 151 305 2,600 209 423 6.6
2,700 158 307 2,700 221 429 6.8
2,800 163 306 2,800 231 433 6.9
2,900 169 306 2,900 241 436 7
3,000 175 306 3,000 251 439 7.1
3,100 181 307 3,100 260 441 7.2
3,200 188 309 3,200 268 441 7.3
3,300 195 310 3,300 277 441 7.4
3,400 202 312 3,400 285 441 7.5
3,500 209 314 3,500 295 443 7.5
3,600 217 316 3,600 305 444 7.5
3,700 225 319 3,700 313 444 7.6
3,800 231 320 3,800 322 445 7.5
3,900 238 321 3,900 332 447 7.5
4,000 246 323 4,000 342 449 7.4
4,100 253 324 4,100 351 449 7.4
4,200 260 325 4,200 359 449 7.4
4,300 267 326 4,300 369 450 7.4
4,400 274 327 4,400 378 451 7.4
4,500 281 328 4,500 386 451 7.4
4,600 288 329 4,600 394 449 7.4
4,700 295 329 4,700 402 449 7.4
4,800 301 330 4,800 409 447 7.3
4,900 308 330 4,900 416 446 7.3
5,000 314 330 5,000 424 445 7.3
5,100 320 330 5,100 431 444 7.2
5,200 326 329 5,200 438 442 7.1
5,300 331 328 5,300 443 439 7
5,400 336 327 5,400 449 436 7
5,500 340 325 5,500 453 433 7
5,600 344 322 5,600 458 429 7.1
5,700 346 319 5,700 462 426 7.1
5,800 348 315 5,800 466 422 7.2
5,900 348 310 5,900 470 418 7.2
6,000 348 305 6,000 475 416 7.2
6,100 348 299 6,100 479 413 7.2
6,200 345 292 6,200 483 409 7.2
6,300 346 288 6,300 486 405 7.2
6,400 347 285 6,400 490 402 7.3
6,500 347 280 6,500 492 398 7.2
Max Torque 330 at 4,800
Max Boost 7.6 psi at 3,700
Max Power 348 at 5,800
Max Torque 451 at 4,400
Avg. Torque 314
Max Power 492 at 6,500
Avg. Power 257
Avg. Torque 432
Avg. Power 353
Avg. Boost 7.1 psi  From this angle, you can see...  From this angle, you can see just how much taller the supercharger sits on top of the engine. From here, the power steering was reconnected and the Magnavolt assembly was installed; this multi-input digital voltage controller increases voltage to the factory fuel pump at a predetermined rpm and boost level.  Keeping inlet temperatures...  Keeping inlet temperatures at bay is a heat exchanger placed near the radiator shroud. While you can’t see it, a coolant pump is mounted underneath the passenger-side splash panel and circulates the fluid between the reservoir and heat exchanger.  Be sure to do a final look...  Be sure to do a final look over before attempting to start the motor: Make sure all the wires are connected, the serpentine belt is aligned, fuel injector plugs are in place, and that all bolts have been tightened to their recommended specifications.  MagnaCharger requires a 50/50...  MagnaCharger requires a 50/50 mix of distilled water to coolant for the heat exchanger reservoir.  There you have it, the complete...  There you have it, the complete MagnaCharger TVS 2300 supercharger system installed onto our ’02 Z06. The install takes a full day’s work, but you’ll have a fit and finish that’s practically flawless. The only thing left to do is remove your computer and place it in the supplied two-day UPS box with packing material. MagnaCharger will reprogram it for your application and get it back to you quickly. Aesthetically speaking, we really like that this setup looks as if it just stepped off the factory production line.
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