The Mercedes-Benz C63 AMG with the M156 engine is already a legend—a 6.2-liter naturally aspirated V8 that delivers brutal power and a signature guttural roar. Yet for enthusiasts who crave more, the factory output is just a starting point. Lingenfelter Performance Engineering, a name synonymous with high-horsepower GM platforms, has applied its expertise to the M156 with a Stage 2 supercharger kit that transforms the C63 into a true supercar contender. This comprehensive guide covers everything you need to know: the power gains, the hardware, the installation trench, and the real-world cost of admission.

Why Lingenfelter? A Brief Background

Founded in 1973, Lingenfelter has built a reputation for engineering reliable, high-horsepower packages for Corvettes, Camaros, and Cadillacs. Their M156 Stage 2 kit is not a generic blower slapped on an engine; it’s a meticulously engineered system that includes a custom supercharger, heat exchanger, fuel system upgrades, and a bespoke calibration. While many shops offer forced induction for the C63, Lingenfelter stands out for its focus on drivability and durability—an important consideration when pushing an engine that can be finicky with extreme power.

If you’re considering this upgrade, it’s worth understanding that the M156’s cylinder head bolts and camshaft adjusters are known failure points at high mileage or under heavy boost. Lingenfelter’s tune is conservative enough to keep those issues at bay while still delivering massive gains.

What's in the Stage 2 Kit?

The Lingenfelter Stage 2 kit for the C63 M156 is a complete, bolt-on supercharger system. The typical contents include:

  • Centrifugal supercharger unit – Usually a Vortech or ProCharger head unit, belt-driven, producing up to 9–10 psi of boost.
  • Large front-mount intercooler or heat exchanger – Essential for managing intake air temperatures under sustained WOT.
  • High-flow fuel injectors – The stock injectors are maxed out around 550–600 wheel horsepower.
  • Upgraded fuel pump (often required) – To maintain fuel pressure under boost.
  • Custom cold-air intake and blow-off valve.
  • Hand-held tuner or ECU reflash – Pre-loaded with Lingenfelter’s Stage 2 calibration.
  • All necessary brackets, belts, hoses, and hardware.

Note that Lingenfelter’s Stage 1 kit typically includes only a tune and minor bolt-ons. Stage 2 adds the supercharger and supporting fuel system, making it the popular choice for owners who want a dramatic jump without going built-internals.

Power Gains: The Numbers That Matter

The naturally aspirated M156 in the C63 pumps out about 451 hp and 443 lb-ft of torque at the crank (model year dependent). With Lingenfelter Stage 2, the numbers climb significantly:

  • Peak horsepower (crank): 650–680 hp – an increase of roughly 200 hp.
  • Peak torque (crank): 590–610 lb-ft.
  • Wheel horsepower (dyno): Expect 540–560 whp on a Dynojet, depending on drivetrain losses.
  • 0–60 mph: Drops from mid-3-second range to mid-3-second or even low-3 with sticky tires.
  • Quarter-mile: Factory times are ~12.0–12.2 seconds; Stage 2 runs low 11s at 124–128 mph.

These numbers put the C63 on par with a Ferrari 458 or McLaren 570S for a fraction of the price. The torque curve is particularly fattened in the mid-range, eliminating the slight flat spot felt in the stock tune around 4,000 rpm.

Dyno Proven: Real-World Results

Multiple independent dyno tests on forums and from shops like Lingenfelter show consistent gains. One customer reported 554 whp and 521 lb-ft on a Mustang dyno (which typically reads lower than Dynojet). The key is that the power is linear and drivable—not a peaky spike that makes the car a handful on the street.

Installation Walkthrough: What to Expect

The Lingenfelter Stage 2 kit is billed as “bolt-on,” but that’s technician-speak for “requires a weekend of solid work and mechanical acumen.” Here’s a detailed step-by-step:

Step 1: Preparation and Tools

  • Jack stands or a lift, metric socket set, torque wrench, and specialty tools for pulley removal.
  • Engine oil and coolant – you’ll likely need to drain/replace.
  • Workspace with good lighting; the supercharger installation requires tight access to the front of the engine.

Step 2: Remove Front Bumper and Coolant Components

The intercooler/heat exchanger mounts in front of the radiator. The front bumper must come off to install the core and plumbing. This also gives access to the crank pulley for belt routing.

Step 3: Remove the Intake and Accessories

The stock intake manifold, airbox, and belt drive components are removed. If the car has an oil separator or PCV system, those may need relocation or modification.

Step 4: Mount the Supercharger Bracket and Head Unit

The bracket bolts to the front of the engine using existing accessory holes. The supercharger head unit then mounts to the bracket. Belt tension is set via a separate idler pulley. Some kits require minor trimming of the radiator shroud.

Step 5: Install the Fuel System Upgrades

Fuel injectors are swapped (often requiring removal of the intake manifold). An auxiliary fuel pump or upgraded in-tank pump is wired in. This is a critical step: pushing stock injectors beyond 80% duty cycle can lean out the mixture and destroy pistons.

Step 6: Plumbing the Intercooler System

Run charge pipes from the supercharger outlet to the intercooler core, and from the intercooler to the throttle body. Use silicone couplers and T-bolt clamps. The heat exchanger pump must be wired to a switched power source.

Step 7: ECU Tuning

The supplied hand-held tuner or laptop-based software (HP Tuners or EFI Live) is used to flash the Lingenfelter calibration. This adjusts fuel maps, ignition timing, boost target, and transmission shift points (for automatics).

Step 8: Final Checks and Test Drive

Check for leaks (boost leak test recommended), verify coolant and oil levels, and do a low-boost break-in drive. Monitor wideband O2 and fuel pressure.

Total labor time for an experienced shop is 12–16 hours. DIY with basic skills: 20–25 hours spread over a weekend.

Cost Breakdown: The Real Price of Power

Let’s break down the investment. Prices as of 2025:

  • Lingenfelter Stage 2 supercharger kit: $8,500–$9,500 (depending on vendor and included fuel pump).
  • Professional installation: $1,500–$2,500 at a reputable performance shop.
  • Custom dyno tuning (if shop retunes beyond base calibration): $500–$800.
  • Supporting modifications – often recommended:
    • Cold-air intake (if not included): $300–$600.
    • High-flow catalytic converters or catless downpipes: $800–$1,500.
    • Upgraded heat exchanger: $400–$700 (many aftermarket options exist).
    • Increased fuel capacity (E85 flex fuel sensor): $200–$400.
  • Clutch upgrade (manual transmission cars): $1,200–$2,000 – the stock clutch slips at ~550 whp.
  • Miscellaneous fluids, gaskets, bolts: $200–$400.

Total estimated budget: $12,000–$16,000 for a turnkey, reliable setup. That may seem steep, but consider that a factory C63 S costs about twice as much for similar power (even stock).

Additional Cost Factors

Don’t forget ongoing maintenance: supercharger oil changes every 30,000 miles, more frequent spark plug changes (every 15,000 miles under boost), and 91/93 octane fuel or a meth injection kit for safety. Meth injection (water-methanol) can add $600–$1,000 but allows for more timing advance and cooler intake temps.

Drivability and Daily Use

One of the best aspects of the Lingenfelter Stage 2 is that the car remains fully daily drivable. The supercharger whine is audible but not intrusive, and the tune maintains factory-like cold-start and idle quality. The C63’s 7-speed MCT transmission (automatic) shifts harder under load but is smooth in Comfort mode. Fuel economy suffers—expect 12–14 mpg combined if you keep your foot in it—but that’s part of the charm.

Owners report that the car is surprisingly docile in traffic, with no surging or low-speed bucking. The boost builds progressively from about 3,000 rpm, pulling hard to redline. It transforms the C63 from a fast GT car into a street predator.

Reliability and Common Concerns

The M156 engine is robust, but forced induction accelerates wear on the valvetrain and bearings. The most common issues with high-boost C63s:

  • Camshaft adjusters (phasers) failure: Under boost, the adjusters see higher load. Preemptive replacement with OEM 2012+ improved parts is wise before adding boost.
  • Head bolt stretch: Early M156 engines (2008–2011) have 12mm head bolts that can stretch under high cylinder pressure. Lingenfelter’s tune is conservative, but some owners upgrade to ARP studs for peace of mind. Budget $1,500–$2,500 for that job.
  • Fuel system limitations: Even with upgraded injectors and pump, the factory high-pressure fuel pump on the direct-injection system can struggle above 680 crank hp. If you plan to push beyond 700 hp, a second LPFP or a port injection system is needed.

The Lingenfelter kit is designed to keep these risks manageable; they recommend the Stage 2 for cars with under 80,000 miles and a solid maintenance history.

Comparing the Stage 2 to Other Competitors

The C63 M156 aftermarket includes other supercharger options like those from Eaton (roots-style) and centrifugal kits from Vortech. Lingenfelter’s is a centrifugal design that offers excellent top-end power but less low-end torque than a roots blower. However, it integrates more cleanly with the factory electronics. Another popular choice is the Weistec M156 kit, which makes similar power but costs slightly more and includes a unique cast intake manifold. Lingenfelter holds an edge in calibration refinement and support network for GM-derived engines.

Is It Worth It?

For an owner who loves the C63’s character but wants supercar-slaying performance without buying a new car, the Lingenfelter Stage 2 is a compelling investment. It’s not cheap, and it demands respect for the engine’s limits, but the driving experience is unmatched for the price. You get an instant 200+ hp bump, a snarl from the supercharger, and the satisfaction of owning a sleeper that can humiliate exotics on the highway.

Before purchasing, consider having a compression and leak-down test done on your engine. If the engine is healthy, the Stage 2 kit is a straightforward upgrade that a competent shop or advanced DIYer can handle. For those who want even more, Stage 3 (with upgraded cams and headers) is an option, but the Stage 2 represents the sweet spot of power-per-dollar.

Final Thoughts

The Lingenfelter Stage 2 kit for the C63 M156 delivers exactly what it promises: a dramatic, reliable increase in power and torque. The install is involved but well-documented, and the cost, while significant, transforms the car into a genuine performance machine. Whether you’re chasing lap times, drag strip wins, or just a smile every time you press the throttle, this kit is a proven path. As with any high-horsepower build, thorough preparation and professional support are key. But for those who proceed, the reward is a C63 that feels like a factory-built hero.