LPE LSA to LS9 TVS2300 conversion front cover

[jrh@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:

[jrh@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):

[jrh@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).

[jrh@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.

[jessrayo]

Looks pretty promising....... I'll tell you about it in a couple of weeks.

[crangie]

Finally i was waiting for it since last years SEMA.

Will Lingenfelter offer a package with this setup?

And do you have any data with premium 93 fuel

[Rodslnger]

Any data on Tempature drop between the 2 blowers ?

[royo]

I can't wait to see the results on a stock ZL1.

[JANNETTYRACING]

This is Really Cool Can't wait to get my hands on one.

Ted.

[jrh@lpe]

All of this testing was done on VP109 so we do not currently have test data on 93 octane fuel.

The boost levels in the stock pulley ratio comparison testing would be compatible with 92-93 octane pump gas. We were running fairly close to mean best torque (MBT) spark but that would not need to be reduced much if at all in a vehicle given the fairly low boost and the slightly reduced compression ratio of this engine.

Yes, we will likely offer this combination or something fairly similar as a package. We have used the LS9 supercharger assembly in 5th Gen Camaros before (although we haven't offered it as a "package") but this new front cover makes the accessory drive and air intake parts of the install much easier.

Originally Posted by crangie

Finally i was waiting for it since last years SEMA.

Will Lingenfelter offer a package with this setup?

And do you have any data with premium 93 fuel

[jrh@lpe]

Yes, we recorded air temperature into the supercharger, out of the supercharger and out of the intercooler along with intercooler fluid temperature into and out of the intercooler in all of these tests. A lot of data and a lot of variables. When I get time I will go over the data and generate graphs of that data as well (several people have asked for it).

Originally Posted by Rodslnger

Any data on Tempature drop between the 2 blowers ?

[Kmax]

I can see my mod wish list getting more expensive.

[ayousef]

interesting, so what I got from your last post on the data is that you guys spin the ZR1 even more than this? Im asking because I thought the max boost you run on the ZR1 packages was 16psi, and this is 17.5psi already.

Whats the max blower RPM on the top ZR1 package you offer?

Thanks.

[sykb47l]

Do you have any power numbers with both blowers at the the same psi? The graph shows 12-12.5 avg psi on the 2.3l vs 8.5-9 avg psi on the 1.9l.