Man, If I could re-do some stuff and get all that money back from all the stuff I had bought over the years, I'd do either an LS9 or E-Force blower with an LS9 cam on an LS3. Not sure if this is in the right room or not. I'm just curious on this, not in a position to buy anything for an engine or car I don't have.

It seems that Edelbrock may have replicated the 4 lobe design of the LS9 blower with the twin intercooler heatsinks.

How are these two blowers similar and how are they different? How does the parasitic drive percentage compare to a Procharger, for instance? From what GM has mentioned, the LS9 blower requires less effort to drive. It is also supposed to have teflon seals/runners, or something, on the lobes.


http://www.edelbrock.com/automotive_...argers/camaro/



LS9 Blower Link P/N 19244103 GMPP LS9 are 56 #/hr injectors. E-Force is 52 #/hr. LS9 blower does not say it includes injectors.
http://www.lsxtv.com/forum/exclusive...kit-2898.html#

 

 

humm.this should be interesting.

 

^ If we get anyone with knowledge to help answer this. Some topics like this take a while to get some solid answers. It took me a WHILE to get a solid answer to a couple turbo questions I had a WHILE ago. Unless it could be that they are both relatively new, especially the E-Force, that no one has any solid experience or physics type evidence to help answer these questions.

 

I would think that a forced induction question would best be asked in the forced induction section, but that's just me.

 

I think the E Force will lend itself more to custom apps. Just my $.02.

I saw the GM 98 Camaro with the LS9 swap on Power Tour = awesome. Charley Lilliards "Jackass" 69 Camaro = priceless. Both used the stock GM fuel supply. It requires 3 fuel pumps and a second computer in the rear to talk to the main computer to supply and verify fuel needs and supply. Wow.... But for 638 horsepower or more....

The E Force is offered in a competition version where you can upgrade to bigger injectors and not get some of the things like covers and brackets you might not need for a custom build.

Two people may give you great answers.
1. John Speartech who is using the LS9 blower on his Z28 Camaro
2. Thompson Automotive who used the LS9 on a crate LSX 454 motor in a 72 Chevelle to get over 800 horsepower.

Good luck.

 

Is there any links to this build?

 

Several observations. First the LS9 and the E Force both use the Eaton TVS 2300 Rotors. It seems that the flow path for the Edelbock is a bit cleaner than the LS9.
The pulley on the LS9 is an 11 rib setup where the Edelbrock is a 6 rib. My first impression is that the 6 rib isn't enough to hold the load od the TVS 2300 under engine acceleration. You know belt slip.

My LSA engine uses a 8 rib pulley on the Eaton TVS 1900 Supercharger.

In my conversation with several people connected with Edelbrock they seem confident that the E Force would not have a belt slippage problem.
Several factors could help the Edelbrock, belt wrap on the pulley is key. If the design of the drive has a lot of belt wrap it could perform as well as a 8, 10 or 11 rib pulley that has less belt wrap.

It seems that the puley setup provided with most of the 2300 LS3 superchagers has them limited to 5 to 6 pounds of boost. I would assume that is because of the 10.7 to 1 compression ratio in these engines. The LSA and the LS9 both have dished low compression pistons designed for the boost.
At one point we planned on testing a E Force Supercharger against the LS9. When GM released the LS9 the end customers prefered the look of the LS9 over the Edelbrock E Force.

In the end if you were able to install a 10 rib puley system on the E Force it should be as good or better than the LS9 based on the flow path.
Saying that I should remember that the most important factor is cool air, lots of it. The flow of the head and the intake are a lot less critical in a supercharged application.
That is my opinion.

Brian Thomson has done his homework on the Superchargers. He has built and dyno's many LS9, LSA, Magnuson and Harrup supercharged LS engines. He is the one who had the E Force back in February to test. Too bad he never was able to test that unit.


Robin

 

No story at this time, the car was just shot for a story for one of the Chevy magazines last week. I know a lot of people shot the car on the Power Tour.

The car is amazing!

Here is a picture of another one of Thompson Automotive's builds.

 

6 rib on the Edlebrock?

 

OK one of my buddies told me about a Nickey Chicago build by Wegner Motorsports. They used the Edelbrock E Force Supercharger.

Here is a link to the dyno numbers. It's a LS7 block 427 Build.

http://www.moderncamaro.com/forum/sh...ad.php?t=25198

 

After seeing Last week's episode of HP TV where they had a E Force on an LS3 vette...made me want to lower my Comp and buy it for my 408 LS3...Still though a turbo set up is cheaper. Can't be the bolt on factor...I'd like to see raw data too.

 

I'm gonna go ahead and bump this.. (Inadvertently)

Robin_L: thanks for the insight!! Awesome stuff! It's a trade-off between the E-Force and the LS9, but I think if someone seens an LS9 blower under the hood, you'll get the "OMG! He'z gotz an LS9 dawg!! Oh SHNAP!" Responses..

And I was milling around the idea of the blower having it's own separate coolant loop. Is that a dumb idea? Having it's own radiator and pump? Waste of money/time? It could feed cooler coolant to the blower instead of the hot/warm coolant from the engine. Or am I mistaken on this?

 

I'm pretty sure most all liquid-air intercooled supercharger kits work this way. They include a pump and reservoir and a radiator, they don't tap into the engine coolant.

 

^ That's what I was thinking too, but wasn't sure. That's what I've always wondered was shy they would use 210* coolant to "cool" the air charge.

 

I'm gonna bump this. I'm curious as to if anyone has really pushed the LS9 GMPP blower to see what it CAN do. Or if a D1 or F1 would be any more efficient.

Ideas?