And just like that, we’re hot and heavy into a C8 Corvette horsepower war. The 670 hp C8 Z06 has been official for all of fifteen minutes before Lingenfelter stole the horsepower headline with its new supercharged C8 Corvette, featuring the company’s TVS2640 Supercharger System that it developed with Magnuson. All in, it cranks the LT2 V8 engine in the Lingenfelter C8 Corvette Stingray from 495 hp to 705 hp, and increases torque from 470 lb-ft to 667 lb-ft. From just 6 psi of boost. And it does so without a rat’s nest of wires, compromised drivability, or watered-down quality. Hence why it took two years to develop.
Lingenfelter Supercharged C8 Corvette: The Details
It all starts with a roots-type Magnuson TVS2640 rotor system, which is fundamentally the same kind of compressor assembly we’ve seen used to create 1,000 hp COPO Camaros. Officially, it’s the C8’s first application utilizing a roots-style blower, although GM probably has some kind of supercharged grim-reaper dev mule tucked away in Milford for data acquisition or whatever.
Significantly, the Lingenfelter system utilizes the factory beltline and allows all of the LT2’s factory-equipped dry-sump oiling components to remain unchanged, this is because the blower is driven by a jackshaft mounted on a bracket that bolts up just above the water pump. According to Lingenfelter, the unique system is patent-pending.
No supercharging system is useful if the highly compressed air isn’t cooled properly. An integrated Magnuson high-efficiency air-to-water intercooler manages intake charge temperatures, and there’s a unique heat exchanger system that uses air passing under the car to chill the new 1.5-gallon self-purging coolant reservoir tank.
The brain of the operation is Lingenfelter’s bespoke System Control Module. The module uses advanced programable flash-capable circuitry, which generates an algorithm that manages manifold air pressure and, in turn, the boost, and helps inform the encrypted ECU’s decision-making in regards to ignition timing and throttle management. The C8 Corvette’s stock ECU remains encrypted, and retains full control of stoichiometry using the OEM wide-band lambda sensors. As such, Lingenfelter cannot alter the air/fuel ratios of the car. But, as far as we can tell, it doesn’t need to.
Lingenfelter says it took nearly a full year of collaboration with Magnuson to get the integration just right, and the company claims the C8 retains stock drivability. No additional programming or in-car controllers are required.
This is just ‘Stage 1″ of Lingenfelter’s TVS2640 supercharged C8 Corvette program, with “Stage 2” already deep into the development cycle. Lingenfelter brought along a Sebring Orange C8 Corvette to show off the new supercharger system, which our chief Manoli Katakis photographed. Along with the blower and controller, the SEMA show car also features a Corsa High Flow 2 Valve Exhaust, Corsa Tuned Headers, and Jet-Hot Header Heat Mitigation Coating. On the chassis side, there are upgraded Alcon Brakes, with six-piston calipers in the front and paired with a set of four-piston rears.
Pricing for Lingenfelter’s TVS2640 Supercharger System is TBA.