Hi ive being really looking into doing a lsa blower swap in a 6.0 and I finally found a company that makes the brackets to make it work. But was wondering if anyone on here is also running this setup id like to know a couple of things like what pcm you running also if its speed density setup or maf still. Also a couple of other lil things but those two where my main priority since I dont know if the newerr cars use a whole different pcm or not.

 

I'm doing this swap on my 2008 G8 gt

 

Are you making a thread on your swap by any chance?

 

You can look up mine. I put one on my 6.0 in my 69 Camaro.

 

Sweet thread cwylie what pcm will you be running on your setup id also like dbc just like your gonna use.

 

I haven't made a thread about the swap

 

Running a Holley HP EFI ecu. I found a holley bracket that will work for the TB cable but I may build one thats a little cleaner.

 

Do you mind if I pm you regarding a couple questions on your swap.

 

Not at all

 

Building several currently

All 24x engines using the standard 0411 LS1 PCM. I wire all my harnesses for a MAF, but most FI builds go SD in the end, so the IAT is divorced. Id rather have a connector and tuck it away unneeded than to need it and not have it. Trying my best to keep DBC without a custom snout, but the throttle cam travel is very close to the blower belt. Flipping the TB interferes with most FEAD brackets Ive tried. Ideally, Id like to turn it 90* like my techco with the cam on top, but that'd require a custom snout

FEAD isnt hard. LSA balancer and pass side bracketry for the SC belt. Use any FEAD on the corvette spacing for the main accessories. Any corvette spacing low mount AC comp will fit

Ive seen it passed around that the LSA uses truck spacing for the blower. Sort of...
The SC belt is 8 rib and the middle 6 ribs line up perfectly with truck balancers. That blower will shred a 6 rib without much effort, so you'll need to spacer the blower pulley off .135" and run a truck 8 rib pulley setup to go that route. 6 to 8/10 rib pulley conversions ALWAYS add ribs to the FRONT of the pulleys, so a simple 8 rib truck upgrade will not line up. Also the truck WP pulley has zero room rearward for the belt

Its not a hard conversion from an electronics perspective, just a few items to consider

 

Um, why? Why not swap to a TVS2300 like most LSA owners want to. I don't know why you'd want to go with the smaller blower unless you're getting a steal. And even then, I'd just sell it for profit and get the bigger blower. Do it right the first time.

 

Theres a guy who makes all the brackets so it could all line up using truck accessories. With you mentioning the ones 6ribs belt wont hold is that even with stock boost levels. Im not looking into running high boost just stock with a custom cam.

 

Reason I dont upgrade blower I can get this one pretty cheap.

 

LSA blowers are very attractive because a complete kit can be pieced together for under $3k and arent had to push a motor +600hp

Dont bother buying an expensive bracket kit just for the LSA. The SC drive components are very inexpensive new from GM and any accessory on the corvette spacing will work with it

Heres the first of 5 I bought, just ordered the lids, rails, SC brackets. Stock LSA balancer, ebay corvette accessory bracket. JY S10 alt, Fbody 3800 PS pump. Rock auto WP

 

Pocket
How tall from the valley cover does the finished blower stand? Curious if I can mount one under my hood and want to know how much taller then a LS6 intake it stands

 

Well the brackets I found are $500 and id be able to use truck accessories only con is that it would have to be stock boost and uses on belt for everything.

 

Hmmm. Interesting swap. Does this work with a VVT truck engine?

What are you guys doing about internals? Looks like the LSA may have some special parts to handle the boost. Here is a blurb from GMPP's LSA crate engine description.

"The Cadillac CTS-V’s 6.2L supercharged LSA engine delivers 556 horsepower with refinement that is rare in the world of high performance. It is smooth, quiet, and well-balanced — all while delivering breathtaking power.
A unique aluminum cylinder block casting houses a forged-steel crankshaft and super-tough reciprocating parts, integrated piston-cooling oil jets, and high-flow cylinder heads that support the airflow enabled by a 1.9L, sixth-generation supercharger with four-lobe, high-twist rotors"

 

http://www.briantooleyracing.com/che...-12605222.html

 

Pocket. Are you planning on using the boost solenoid on your LSA?

 

10.75" from the blow to the highest point on a CTS-V lid. Ill measure again for the ZL1 lid, its a little taller

The accy bracket pictured was $109. The SC brackets were under $100 for the pair new at the dealer. There are no restrictions on SC pulleys with the stock SC drive

The main accessory drive and WP are on the corvette spacing so a VVT timing cover will not clear. If you shim the SC pulley out to match a truck 8 rib crank pulley and build a custom FEAD, its feasible. IIRC, there isnt a truck spacing WP with mount bosses in it like the LS3 WP. Good luck there

The LSA is basically a LS3 with upgrades. Ive pushed lesser engines farther so not having these small details doesnt scare me

Thanks for the link, his pricing is even better

No, I dont know of a LS1 PCM circuit that can control it. That means Ill have to feather the throttle like basically every SC setup Ive ever ran, so nothing new

Also removing the BARO sensor for the same reason