lsa Blower on LS1

[Shotaro]

Is it possible to put the lsa supercharger on ls1? Please tell me the parts. Is it necessary to change the computer?

[dhutton]

You will need adaptor plates.

https://lsxinnovations.com/product/l...dapter-plates/

Don

[F-Body International]

You should be fine with any LS computer.

In regards to parts, there is a long list of them.

You can do the adapter plates like mentioned, or GM makes a small bore cylinder head with the rectangle style port.
https://www.gmperformancemotor.com/parts/19201807.html


For your pulleys, look up LSX Innovations. They have various LSA pulley kits at a decent cost.
https://lsxinnovations.com/

[Shotaro]

You should be fine with any LS computer.

In regards to parts, there is a long list of them.

You can do the adapter plates like mentioned, or GM makes a small bore cylinder head with the rectangle style port.
https://www.gmperformancemotor.com/parts/19201807.html


For your pulleys, look up LSX Innovations. They have various LSA pulley kits at a decent cost.
https://lsxinnovations.com/

How much horsepower is the power-up when the blower is installed?

[Gmachine1911]

I’m curious, how does compression ratio come into play with the LSA supercharger...for instance, if the engine wasn’t originally built for boost so it has a higher compression ratio? I know the factory LSA’s had a lower CR then, say the LS3’s, etc. didn’t know if you could dial the boost back in such a case or if a piston swap was required for longevity.

[F-Body International]

How much horsepower is the power-up when the blower is installed?

As with any engine, this is all depending on airflow. A lot of people talk about how much “boost” a given turbo or supercharger is set up for. I think of boost in terms of back pressure. If you have crappy flowing heads, you need more “boost” to make a certain amount of power. Higher flowing heads will have less back pressure (boost).

With that out of the way, this all depends on how you set it up. There are numerous ways and people have made over 1,000hp with those LSA blowers. Underdrive pulleys will make the blower spin faster, the blower can be ported, etc.

[F-Body International]

I’m curious, how does compression ratio come into play with the LSA supercharger...for instance, if the engine wasn’t originally built for boost so it has a higher compression ratio? I know the factory LSA’s had a lower CR then, say the LS3’s, etc. didn’t know if you could dial the boost back in such a case or if a piston swap was required for longevity.

I wouldn’t be concerned by this as much. The main limitation is fuel capability with a given cylinder compression....whether it’s achieved by “boost” or a “high compression” rotating assembly.

[68Formula]

I’m curious, how does compression ratio come into play with the LSA supercharger...for instance, if the engine wasn’t originally built for boost so it has a higher compression ratio? I know the factory LSA’s had a lower CR then, say the LS3’s, etc. didn’t know if you could dial the boost back in such a case or if a piston swap was required for longevity.

Would likely have to dial back the timing a little more to safely run the higher compression running pump gas (unless you switch to E85 or run methanol injection) with the same boost levels.

Heat management is also important. Improving the intercooling or adding a second cooler helps. Another thing is ring gap. Higher temps causes the rings to thermally expand and when they butt together it causes a lot of damage. In the case of the LSA or LS9 they manage tighter ring gaps (for emissions reasons) by having piston squirters. But without them you should considering opening top two rings, especially if going above single digit psi boost levels. Some get away with more, but typically they're running high mileage engines where the ring gap has increased due to wear; and/or they're not afraid to blow things up because they'll snag another cheap 5.3l from the pick-n-pull and slap it in if they do.

[Gmachine1911]

I wouldn’t be concerned by this as much. The main limitation is fuel capability with a given cylinder compression....whether it’s achieved by “boost” or a “high compression” rotating assembly.

Would likely have to dial back the timing a little more to safely run the higher compression running pump gas (unless you switch to E85 or run methanol injection) with the same boost levels.

Heat management is also important. Improving the intercooling or adding a second cooler helps. Another thing is ring gap. Higher temps causes the rings to thermally expand and when they butt together it causes a lot of damage. In the case of the LSA or LS9 they manage tighter ring gaps (for emissions reasons) by having piston squirters. But without them you should considering opening top two rings, especially if going above single digit psi boost levels. Some get away with more, but typically they're running high mileage engines where the ring gap has increased due to wear; and/or they're not afraid to blow things up because they'll snag another cheap 5.3l from the pick-n-pull and slap it in if they do.

All good information...Thank you!

[csouth]

I have an SBE LS2, but I also have a LS3 heads, BTR Stg 4 PDS cam,1000cc injectors and a 2.40 overdrive pulley for my blower. I haven't dyno'd my car yet, but have seen similar combos(cam, pulley, engine) are 630+ rwhp. You will also need upgraded injectors and in most case a fuel pump. As stated, cooling is a must so a biggest heat exchanger you can fit is a big benefit.
Small bore rectangle port heads would help with flow, but by the time you buy those I'd just get a Maggie.