ND Miata Supercharger: Edelbrock E-Force vs HKS GT2

An ND Miata supercharger is the single biggest power upgrade you can bolt onto a 2016-2018 Mazda MX-5. The naturally aspirated 2.0L SKYACTIV-G leaves the factory rated at 155 hp and 148 lb-ft – enough to make the chassis dance, but never enough for the enthusiasts who own one. Forced induction changes that overnight, and two kits dominate the conversation: the roots-style Edelbrock E-Force Stage 1 and the centrifugal HKS GT2 S/C System Pro. At our Tampa, FL shop we get asked which one is right almost every week, so this comparison breaks down power, drivability, kit contents, and fitment with real numbers.

Supercharging the ND Miata: What Changes at 155 HP Stock

A supercharger is an engine-driven air compressor that forces more air into the cylinders so the engine can burn more fuel and make more power. On the 2016-2018 ND1 MX-5, the stock 2.0L SKYACTIV-G produces 155 hp and 148 lb-ft at the crank, which typically translates to roughly 128-131 whp on a chassis dyno. Both kits in this comparison bolt a supercharger to that engine and add an intercooler to keep intake temperatures in check – and both roughly transform how the car accelerates.

The difference is in the type of blower. The Edelbrock E-Force uses a positive-displacement roots blower (an Eaton R900 TVS rotor pack) that makes boost the instant you touch the throttle, so torque arrives low in the rev range. The HKS GT2 is a centrifugal supercharger – essentially a belt-driven turbo – that builds boost with rpm, so the biggest hit lands up top near redline. Neither is "better" in a vacuum; they simply deliver power differently, which is exactly what this guide is here to sort out.

Both kits run modest boost – in the 6-8 psi range typical of a reliable Stage 1 street setup – and both rely on charge cooling to make that boost safe on pump gas. Each uses an air-to-water intercooler with a front-mounted heat exchanger to drop intake temperatures before the air reaches the cylinders, which is what lets a supercharged SKYACTIV-G stay reliable in Florida heat. A crank-driven pulley and belt spin the blower, so unlike a turbo there is no exhaust-driven lag; power scales directly with engine speed. That mechanical simplicity is a big reason superchargers remain the go-to first power adder for the ND MX-5.

Edelbrock E-Force vs HKS GT2 at a Glance

Here is how the three available ND Miata supercharger kits compare on the specs that drive the buying decision – blower type, peak power, whether a tune is included, and price. Both Edelbrock kits are the same hardware; the only difference is whether Edelbrock's calibrated tune is bundled.

Edelbrock E-Force Stage 1: Roots-Style Torque

The Edelbrock E-Force Stage 1 is a complete street supercharger system that raises the ND MX-5 to 198 whp and 182 lb-ft at the rear wheels – a 41% jump in horsepower and 36% in torque over stock, per Edelbrock's rating. In independent dyno testing a stock car that baselined around 128 whp put down 198 whp with the kit installed, a real-world gain near 70 whp. Because it uses an Eaton R900 TVS positive-displacement rotor pack, that torque is available almost from idle, so the car feels dramatically stronger everywhere, not just at the top of the tach.

HKS GT2 S/C System Pro: Centrifugal Top-End Rush

The HKS GT2 S/C System Pro is a centrifugal supercharger that produces roughly 225 whp on the 2016-2018 ND1 – about a 50-whp bump over a stock dyno baseline – and closer to 235-240 whp on the later ND2 2.0L. Because a centrifugal builds boost with engine speed, the GT2 rewards revs: it pulls hardest in the upper half of the tach for a turbo-like top-end rush. HKS also offers an optional 80mm pulley that adds around 13 whp for owners chasing bigger numbers. It is one of the most complete kits on the market, but it is emissions-restricted and cannot ship to California.

Roots vs Centrifugal: How the Two Kits Actually Drive

The Edelbrock E-Force and HKS GT2 make similar-looking peak numbers but feel completely different from the driver's seat. The roots-style E-Force builds full boost almost immediately, so the ND Miata gains a wall of torque right off idle – the kind of low-rpm shove that makes traffic and back-road corner exits effortless. That linear delivery is easy to modulate and forgiving in the wet, which is why we usually steer daily drivers toward it.

The HKS GT2 centrifugal takes the opposite approach. Boost climbs with rpm, so the car feels close to stock down low and then surges as the tach sweeps past 5,000 rpm, delivering its ~225 whp peak with a dramatic top-end crescendo that suits track days and canyon runs. If you love chasing redline and are comfortable managing a separate tune, the GT2's power curve is intoxicating. If you want maximum grunt everywhere with zero tuning homework, the E-Force wins.

Supporting Mods Every Supercharged Miata Needs

Adding 50-70 whp to the ND Miata puts new demands on the drivetrain, cooling, and chassis. Before you make full boost, plan for these supporting upgrades so the car stays reliable and puts the power down.

Clutch & Flywheel

The factory clutch is the first weak link once torque climbs past 180 lb-ft. An ACT HD/Perf Street sprung clutch kit ($904) raises clamp load while keeping a streetable pedal, and it is a common companion install with either supercharger.

Oil Cooling

More power means more heat. A Mishimoto oil cooler kit ($691) keeps oil temperatures in a safe window during spirited driving and track sessions – cheap insurance for a boosted SKYACTIV-G.

Exhaust Flow

A freer-flowing exhaust helps a supercharged engine breathe out. A Borla S-Type rear-section exhaust ($890) opens up the back half without droning, and pairs well with either blower.

Suspension

With the extra speed a supercharger unlocks, dialing in the chassis matters. A Bilstein B14 PSS coilover kit ($1,299) lowers the center of gravity and sharpens turn-in so the ND can use its new power.

Which ND Miata Supercharger Should You Buy?

Buy the Edelbrock E-Force Stage 1 (w/ Tune) if you want the most complete, streetable package: 198 whp, a fat torque curve from idle, a calibrated tune in the box, and 50-state-friendly hardware that tucks under the stock hood. It is the kit we recommend for daily-driven ND Miatas and first-time boost owners. Choose the Edelbrock w/o Tune only if you already have a trusted tuner and want to save $400. Choose the HKS GT2 S/C System Pro if you live outside California, want the highest peak power (around 225 whp on the ND1), and enjoy a top-end-biased centrifugal pull – just budget for a separate tune. All three are in stock and ship from NLP Performance in Tampa, FL.