Jason Haines @ LPE

The Lingenfelter Performance Engineering LSA to LS9 TVS2300 conversion supercharger front covers, part # L250406509, will soon be released for sale to the public and some jobbers with existing back orders will likely have them within the next week.

I will use this thread to post some of the testing results from the development/testing of this product.

Here is some basic information on the product:

Part Number: L250406509

Applications:
• 2009-2014 CTS-V
• 2012-2013 Camaro ZL1
• LSA crate engine
• LS9 crate engine (with LSA accessory drive)

Description:
This supercharger front cover is designed for applications where it is desired to use the GM/Eaton TVS2300 supercharger from the ZR1 Corvette (LS9 engine) on a TVS1900 equipped LSA engine. The Lingenfelter conversion front cover allows for this conversion without the need to change the accessory drive or throttle location. This cover can also be used on existing LS9 engines to provide a driver-side throttle body mounting location and the use of the LSA accessory drive system. This can be especially helpful when packaging the LS9 supercharger in older vehicles and other custom applications that don’t have a front air inlet configuration like the Corvette.

Features:
o High flow, low pressure drop design
o Designed to accept larger throttle bodies
- 100 mm without modifications
- Over 100 mm with additional porting
o Equipped with LPE 10 bolt hub
- Accepts existing LPE 8 rib 10 bolt LSA supercharger pulleys
o Compatible with LPE LSA dampers and OEM stock LSA damper
o Relocated EVAP purge solenoid
- Allows for improved internal airflow path
- Provides clearance for the LS9 intercooler manifold and water lines
- Also provides a cleaner under hood appearance by relocating EVAP purge solenoid

Benefits:
o Allows the installation of the LS9 TVS2300 supercharger on TVS1900 equipped LSA engines
o Retains OEM LSA accessory drive
o No need to switch to the ZR1 Corvette accessory drive system
o Retains the separate supercharger only drive belt configuration of the LSA engine
o LS9 TVS2300 supercharger provides larger displacement/higher airflow potential supercharger compared to the TVS1900 and reduced intercooler pressure drop
o Can also be used on LS9 crate engines to convert to LSA accessory drive and have driver side angled air inlet for better packaging of the LS9 in many vehicles

Here is a picture of the LSA to LS9 front supercharger cover (shown with some optional components including pulley, bypass actuator and sensors):


Here are some additional pictures of the cover from a few different angles without the pulley, sensors or actuator installed:

Jason Haines @ LPE

The specifications on the engine used to perform this testing are:

378 CID LSA engine
o 8.95:1 compression ratio
o LPE forged LSA pistons (PN L290016509)
o 6.125” forged rods
o Stock stroke forged crankshaft
o LSA block
o LPE CNC ported LSA heads with LS3 hollow stem intake valves and Inconel exhaust valves (PN L150046509)
o LPE GT22 camshaft (PN L210170106)
o Bosch Motorsports fuel injectors (PN BOS0280158040)
o Stock ZL1 exhaust manifolds
o Stock LSA 87mm throttle body
o LPE ZL1 air intake with prototype paper element filter
o Tested with VP Motorsports 109 unleaded fuel


The LSA supercharger assembly used for the testing was the ZL1 Camaro configuration (ZL1 intercooler core and SC/intake manifold lid).

The ZR1 LS9 supercharger assembly used for the testing was a stock LS9 TVS2300 supercharger assembly with the OEM LS9 intercooler cores and lid.

Here is a graph showing the difference in power between the LSA TVS1900 supercharger and the TVS2300 supercharger. This is tested on the same engine with the same supercharger drive and driven pulleys so the supercharger speed is the same. This data is the average of multiple runs for each configuration:



Here is another graph of the same data but showing supercharger RPM in place of boost (yellow and green supercharger RPM lines from the two overlay on top of each other):

Jason Haines @ LPE

Here is a graph showing the difference in manifold air pressure (boost after the intercooler), pressure increase across the supercharger and intercooler pressure drop between the two systems (LSA and LS9). This is from the same testing comparison as shown in the previous graphs. I didn't want to have too many data values in the graph at once - it gets hard to read.

The LSA TVS1900 is with the ZL1 intercooler core/ZL1 intercooler manifold lid and the LS9 TVS2300 is with the OEM LS9 intercooler cores and manifold lid. For your reference, pressure drop with the CTSV ZL1 intercooler would be slightly higher due to the different intercooler design (this configuration was not tested during this testing though).

Jason Haines @ LPE

Here is the same engine but with the stock diameter supercharger pulley (3.0") replaced with our 2.38" diameter pulley so the maximum supercharger speed has increased from 18,000 RPM at 7,000 RPM engine speed to 22,3000 RPM at 7,000 RPM engine speed. This is with our LSA to LS9 conversion front SC cover and the stock LS9 TVS2300 supercharger and intercooler assembly. This test was also done with dyno headers (that had individual AFR bungs).

This pulley combination results in a pulley ratio that is just a little less than we achieve with the overdrive balancer and 2.35" pulley combination we use in the LS9 engines in the ZR1 Corvette (with the LS9 Corvette accessory drive) so the maximum supercharger speed is slightly less than in the ZR1 Corvette configuration.

The Vigg

iTrader: (3)

Do you have IAT2 measurements for both configs? Are the numbers quoted whp or crank? when do you expect full general availability? A number of CTS-V owners have been waiting on these excitedly for some time!

Jason Haines @ LPE

All of this data is engine dynamometer data.

Yes, we measured air temperature before the supercharger, after the supercharger and after the intercooler and we measured intercooler fluid temperature before and after the intercooler. A lot of data and lots of variables. If I get time I will see about putting together a graph that shows the air temperatures between the two.

I assume the first batch is all spoken for by jobber back orders but that might not be the case. I would contact our sales department about that. If they are not all spoken for then some will be available to the general public probably next week BUT with the understanding that we do not yet have installation instructions for this product. We likely won't do a full public release of the product until we have installation instructions available.

We are waiting on a status update on the next batch of castings but I would guess we are probably 6 to 8 weeks from having the next batch of parts ready (getting the castings from the foundry and thens machining and assembling them).

HioSSilver

iTrader: (8)

In your last graph it seems the boost tapers as rpm goes up. Does this mean the super charger in on the small side for that amount power? How come no one has developed a replacement for these cars in the 2.6-3.0 range?