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Magnuson’s new Hammer Supercharger System is now available for the the 2007-2015 Mercedes-Benz C63 AMG (W204) coupe, sedan and wagon. This is Eaton’s latest Twin Vortices Series (TVS) supercharger unit, called the TVS2300. At around 7 psi, the Hammer Supercharger System adds more than 120hp to the wheels, and with CARB certification pending. The OEM look of the system is a first for this type of platform, allowing for larger dual-charger air coolers, a larger plenum and tapered runners. The Hammer TVS2300 supercharger unit is quiet, compact, attractive, simple to install, and requires little to no maintenance at all (to the unit itself). Check below for some photos, and you can browse through our entire selection of Magnuson Supercharger Systems here.
Fitment:
2007-2015 Mercedes-Benz C63 AMG (W204) – 6.2L V8 (M156)
The “Engine Kit” will fit all 6.2L V8 (M156) engines, please enquirer within.
Key Features:
Adds 120+rwHP in standard kit form on unmodified car
Calibration included for standard kit – custom tunes readily available from our Dealers.
Calibration can be done online via OBDII and Android device– ECU remains in vehicle.
Various enhancement products will be available through Dealers.
Adds >200rwHP with appropriate supporting upgrades(exhaust, injectors, etc)
Includes Magnuson’s 3 Year / 36,000 Mile Warranty.
CARB certification is being sought for the standard kit –will be available.
MSRP of US$9,995 including calibration
Installs can usually be completed within one day.
Also available as an “Engine Kit” and a “Tuner kit”. POA.
Additional Notes from Manufacturer:
Since the supercharger does not compress air as it moves through the rotors, it’s extremely efficient during light throttle and cruising situations. Unlike screw-type positive displacement superchargers that are always compressing, the TVS unit can internally bypass unwanted air, resulting in negligible parasitic loss during cruising and therefore far greater fuel economy.
The single cast unit and appropriately sized rotating group eliminates potential leak points and allows for a slim, compact design without sacrificing key airflow design characteristics. The unit features a high velocity flow path through the supercharger rotors and an unrestricted discharge port into the appropriately sized plenum. The large plenum equalizes flow across all ports as air feeds evenly through the low-pressure-drop, dual internal air-to-water charge air coolers. Finally, the ports are separated into individual runners, offering greater operation by eliminating cross-fire.
Send one to me as well please. Have LTH already in place, assume upgraded injectors be required?
Yes, upgraded injectors (extended nozzle, plug-n-play) & a custom tune should be used if headers are fitted. There is also a small pulley option if using upgraded injectors.
A significant amount of track work was done during development, & even in traffic on hot days the IAT's were stable.
The supercharger has a composite insulator shielding the valley, & with the charge air coolers being high the air does not get heated in the runners. The large low temperature radiator ensures fast recovery without compromising the engine cooling, and the high-flow coolant pump ensures consistent circulation.
The Magnuson Heartbeat kits (for GM platforms) have been praised for the rejection of heat soak, and the Hammer kit is even better.
A significant amount of track work was done during development, & even in traffic on hot days the IAT's were stable.
The supercharger has a composite insulator shielding the valley, & with the charge air coolers being high the air does not get heated in the runners. The large low temperature radiator ensures fast recovery without compromising the engine cooling, and the high-flow coolant pump ensures consistent circulation.
The Magnuson Heartbeat kits (for GM platforms) have been praised for the rejection of heat soak, and the Hammer kit is even better.
Some of this sounds good, but the GM platform has been a failure as far as heat soak is concerned.
We tracked the C7 z06 at Laguna earlier this year with painful results and compared them with other issues from our old race group whom tested the car as well as R&T's problems and came to the conclusion that the supercharger on the c7 is too small and not properly cooled. Now I don't know if it has anything to do with the poor aero cooling of the c7 or the design of the charger, but something is majorly amiss with that platform or the implementation of that platform on that car.
I do appreciate the follow up. Thanks Ken.
Last edited by Mazspeed; May 26, 2016 at 03:33 AM.
Some of this sounds good, but the GM platform has been a failure as far as heat soak is concerned.
We tracked the C7 z06 at Laguna earlier this year with painful results and compared them with other issues from our old race group whom tested the car as well as R&T's problems and came to the conclusion that the supercharger on the c7 is too small and not properly cooled. Now I don't know if it has anything to do with the poor aero cooling of the c7 or the design of the charger, but something is majorly amiss with that platform or the implementation of that platform on that car.
I think you missed the critical point of the GM platform comment: The Magnuson Heartbeat kits (for GM platforms)...
We absolutely agree that the TVS1740 that GM put on the LT4 is less than ideal, & that is why we developed the HeartBeat kit as an upgrade.
The Magnuson HeartBeat for LS3, L76, L99, LSA, and LS9 should not be confused with the OEM offering from GM - our kits are the upgrades. There are several (lots) of LSA & LS9 race & drift cars running the HeartBeat system after the OEM system reached its peak - there is no comparison. We now also have the LT1 and LT4 upgrades for C7 & Camaro's proving that the design concept used in the C63 Hammer kit is able to consistently sustain the lowest intake temps.
I think you missed the critical point of the GM platform comment: The Magnuson Heartbeat kits (for GM platforms)...
We absolutely agree that the TVS1740 that GM put on the LT4 is less than ideal, & that is why we developed the HeartBeat kit as an upgrade.
The Magnuson HeartBeat for LS3, L76, L99, LSA, and LS9 should not be confused with the OEM offering from GM - our kits are the upgrades. There are several (lots) of LSA & LS9 race & drift cars running the HeartBeat system after the OEM system reached its peak - there is no comparison. We now also have the LT1 and LT4 upgrades for C7 & Camaro's proving that the design concept used in the C63 Hammer kit is able to consistently sustain the lowest intake temps.
Ken,
What is the max power possible with the hammer kit and all possible supporting mods?
Ken,
What is the max power possible with the hammer kit and all possible supporting mods?
The truth is that we really don't know yet.
To date, all the installs that I know of have been done on relatively standard vehicles (nothing more than exhausts), and with low boost - sub 9psi peak.
The supercharger can support in excess of 1000 whp ... there are several 6.2-7.0L GM LS vehicles as evidence of that (including a daily-driven Commodore!).
Time & priorities permitting, one of our development cars (probably my personal car) will be pushed a little harder over the coming months ... nothing too serious. The kit was designed to enable "growth", and one upgrade is a separate supercharger drive belt that enables interchangeable crank pulley sleeves utilising some common components from our GM LS series upgrades. We are also investigating fuel pump upgrade options.
The supercharger will easily support >18psi with the correct pulleys, and we know the intercooler system will cope as it is bigger & better than the GM LS variant, so with the right tune we will be making more power than the rest of the driveline can cope with ... and there are various solutions available for that.
It's a great time to own a C63... especially when its fitted with a Magnuson Hammer Supercharger.
I love my job!
The truth is that we really don't know yet.
To date, all the installs that I know of have been done on relatively standard vehicles (nothing more than exhausts), and with low boost - sub 9psi peak.
The supercharger can support in excess of 1000 whp ... there are several 6.2-7.0L GM LS vehicles as evidence of that (including a daily-driven Commodore!).
Time & priorities permitting, one of our development cars (probably my personal car) will be pushed a little harder over the coming months ... nothing too serious. The kit was designed to enable "growth", and one upgrade is a separate supercharger drive belt that enables interchangeable crank pulley sleeves utilising some common components from our GM LS series upgrades. We are also investigating fuel pump upgrade options.
The supercharger will easily support >18psi with the correct pulleys, and we know the intercooler system will cope as it is bigger & better than the GM LS variant, so with the right tune we will be making more power than the rest of the driveline can cope with ... and there are various solutions available for that.
It's a great time to own a C63... especially when its fitted with a Magnuson Hammer Supercharger.
I love my job!
Awesome. Thanks Ken.
Gintani seemed to have some pretty sweet numbers with their setup.
Im still looking for some clarity in terms of the other upgrades and who makes them in terms of fuel injectors and pulleys etc... also, once tranny issues arise, probably immediately after install....
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You surely won't have an issue
