2014-2019 C7 Corvette Supercharger Kits: Off-Season Guide

A C7 Corvette supercharger is the single biggest power upgrade you can make to a 2014-2019 Stingray, Z51, or Grand Sport—and the off-season is the smartest time to do it. With the car tucked away for winter and the driving itch on hold, you have the weeks it takes to pull the intake, mount a positive-displacement blower, and dial in the tune before spring. The factory 6.2L LT1 leaves the line at 455-460 hp; a properly matched Edelbrock E-Force kit pushes that to an estimated 624 hp and 600 lb-ft at the crank. At NLP Performance in Tampa, FL, forced-induction kits for the C7 are one of our most-requested winter builds, so we put together this buyer's guide to help you match the right kit to your exact Corvette.

Why Winter Is the Right Time to Supercharge a C7 Corvette

The off-season is ideal for a C7 Corvette supercharger install because the car is already parked and you are not racing a Saturday deadline to get it back on the road. A complete E-Force kit is a multi-day job: you remove the factory intake manifold and fuel rails, install the supercharger assembly and intercooler, run the heat-exchanger plumbing, and flash the supplied calibration. Spreading that across a few winter weekends—rather than a single frantic weekend in July—means you can torque every fastener correctly, chase down any check-engine codes, and heat-cycle the new setup before your first spring drive.

Winter storage also pairs naturally with the other jobs a boosted Corvette wants done at the same time: fresh spark plugs one heat range colder, a fuel-system check, and a battery tender on the terminals while the car sits. If you are already doing an off-season forced-induction build, knocking out these supporting items in the same window saves you from pulling panels twice.

How the Edelbrock E-Force Supercharger Works on the LT1

The Edelbrock E-Force is a roots-style, positive-displacement supercharger that sits in the valley of the LT1 and feeds boost directly into the engine. At its heart is the Eaton Gen VI TVS 2300 rotor pack—a four-lobe design with 160° of twist that moves large volumes of air with low temperature rise and quiet operation. Unlike a turbo, a roots blower delivers boost the instant you touch the throttle, which is why supercharged C7s feel so responsive off idle.

Two features make the E-Force reliable enough to be street-driven daily. First, a high-capacity, dual-pass, triple-core air-to-water intercooler sits under the supercharger lid and drops intake air temperatures before the charge reaches the cylinders. Second, every kit ships with a handheld tuner and an Edelbrock calibration developed for a stock LT1 (a cat-back exhaust is the only permitted change on the emissions-legal tune). That combination is what lets the Stage 1 kit carry a CARB Executive Order and make big, repeatable power on 91-93 octane pump gas.

C7 Corvette Supercharger Kits Compared

Edelbrock offers the C7 E-Force kit in two calibrations—Stage 1 "Street" and Stage 2 "Track"—and in two versions to match your engine's oiling system. The table below compares the four core LT1 kits we stock. Prices sit in the $10,000-$11,000 range; the Stage 1 numbers are Edelbrock's crank estimates, while the Stage 2 dry-sump figures are measured at the rear wheels.

The Three Kits We Recommend

This is the kit we point most Stingray owners toward. It is the CARB-legal Stage 1 tune (EO# D-215-103) for base 2014-2015 cars with the wet-sump oiling system, and it delivers an estimated 624 hp and 600 lb-ft at the crank on pump gas—a gain of roughly 165 hp over the stock LT1. At 5.5 psi it runs a conservative, street-friendly boost level that keeps intake temps in check and the factory drivetrain happy for daily driving.

Step up to the Stage 2 Track kit when you want more than the Stage 1 tune delivers. It runs the same Eaton TVS 2300 blower and triple-core intercooler but turns the boost up to 7.5 psi with a more aggressive calibration—the dry-sump version of this tune is rated at 536 rwhp on 91 octane and 551 rwhp on 93 octane. It is the pick for owners who see track days and want the extra headroom, provided the rest of the driveline is up to it.

If your C7 left the factory with the Z51 Performance Package, it almost certainly has the dry-sump oiling system—and this is the Stage 1 kit engineered for it. It makes the same estimated 624 hp and 600 lb-ft at 5.5 psi as the base kit and shares the CARB-legal calibration, but the supercharger's internal oil routing and fittings are matched to the dry-sump engine. Buying the correct version the first time saves you a costly return, so confirm your oiling system before you order.

Stage 1 Street vs Stage 2 Track: Which Should You Choose?

Choose Stage 1 Street if you want maximum streetability and legal compliance; choose Stage 2 Track if you want the most power and will keep the driveline maintained. The Stage 1 tune runs 5.5 psi and carries the CARB Executive Order that keeps your Corvette 50-state legal, making it the right answer for a daily-driven or emissions-tested car. The Stage 2 tune bumps boost to 7.5 psi for a measured 536-551 rwhp (dry-sump data), which is the move for track-focused builds. Both use the identical hardware—the difference is calibration—so many owners start on Stage 1 and revisit the tune later.

Wet Sump vs Dry Sump: Match the Kit to Your C7

The most common ordering mistake on a C7 supercharger is buying the wrong oiling-system version. Base 2014-2019 Stingrays use a conventional wet-sump oil pan, while Z51 Performance Package and Grand Sport cars use a dry-sump system with an external oil tank and scavenge pump. Edelbrock builds the E-Force kit both ways because the supercharger's oil feed and drain interface with the engine differently. If you are unsure, check whether your car has the Z51 or Grand Sport badging and the dry-sump oil tank in the engine bay, or give our Tampa team your VIN and we will confirm the correct kit before you buy.

One important note on the Z06: the C7 Z06 already comes supercharged from the factory with the LT4 engine, so these LT1 E-Force kits do not fit it. They are designed specifically for the naturally aspirated LT1 found in the Stingray, Z51, and Grand Sport.

Installation and Off-Season Timeline

Plan on a long weekend or two of garage time for a C7 E-Force install. The job involves removing the factory intake manifold, injectors, and fuel rails; installing the supercharger and integrated intercooler; mounting the front heat exchanger and routing the coolant lines; and flashing the supplied calibration with the included handheld tuner. Experienced DIYers can tackle it, but many owners hand the install to a shop and use the off-season so the car is down while it is parked anyway. Budget for fresh coolant for the intercooler loop and consider one-step-colder spark plugs while the intake is off. Done over winter, your Stingray is ready to make its full boosted power the day the roads clear.