[PerformanceDefined]

Finally ...
Although installed and a couple of (encouraging) preliminary tests completed on the dyno, there will not be any real conclusive results for several days. Unfortunately, work has to come before play.
There are a few small things yet to be completed (hoses tidied up, better brackets etc), but the majority of it is complete.

As you can see, it is currently still pulling through the standard air-box & even the OEM filter. All hardware is factory except the exhaust (& the HeartBeat) ... the factory exhaust did not fit around the right-hand-drive steering column.
This will be a progressive build - probably ending up at 427ci & big'ish cam - so we can develop a phased solution.
The next phase will be a big throttle body (108mm) and a 114mm cold-air intake ... possibly with a speed-density (MAF-less) calibration. Because HeartBeat has such efficient intake porting, we are seeing ~1.5psi depression between the throttle body & the rotors.
As tested today, it has the standard crank pulley & a 75mm supercharger drive pulley - producing ~15psi.

In this state of development, we have added a little over 100rwhp from our best pulls with a retuned factory TVS1900 supercharger.
After 4 consecutive dyno pulls, the IAT2 was only 25C (77F) higher than IAT1, and it dropped to within 10C after 2 minutes - still with the factory LTR.

More to come ... exciting times to own an LSA .

< Edited to add pricing & kit details >

From the EVP of Sales & Marketing ...

The retail (MSRP) price for the LSA HeartBeat Engine Kit is $6490.
We are starting to take pre-orders this month (October '13) to start shipping end of November/early December. For those who want to be first in line to get one of the first 5, we'll take a 10% deposit to guarantee they will be in the first batch. $649, and email to [email protected] or call 805.642.8833 and ask for sales.
Dealer enquiries welcome.

The LSA Engine Kit does not duplicate items that are already in/on the CTS-V (fuel-rail, injectors, LTR/pump/hoses, drive belt etc.). Installers will be able to customise their solution by making the necessary brackets/connections for the EVAP valve, reservoir, hose routing etc.
The LSA Engine Kit does include a specific Throttle Body Adaptor that enables existing intake ducts to be utilised.
From memory, the items required to be done by the installer include ...
- Hoses for the coolant (maybe 4' of 3/4" )
- Brake booster hose (maybe... I had to because mine is converted to RHD).
- Either replace the EVAP purge valve with an LS3 version (~$50), or make an adapter for connection. I didn't put a port in the TBA as I think it looks ugly.
- Make a mount for the EVAP purge valve.
- Maybe make/move a mount for the coolant reservoir?
- Calibration (of course).
​

 

[mini_me]

EAGERLY awaiting some news on this and we finally have some! Thanks for keeping us updated. I am assuming the LSA kit will be cheaper than the LS3 but we can only wait and see. Getting close!

 

[PerformanceDefined]

Send an email to [email protected] for pricing enquiries. The more enquiries, the quicker the pricing will be determined & the quicker production will be scheduled.

 

[mini_me]

Sounds like a plan!

 

[555ctsv]

Really cool thread!! Thanks for posting multiple pics

 

[Ross L]

so 100 [email protected] 15psi OVER the factory blower @15psi. That's impressive!

 

[TY2185]

Looks great... More efficient at higher boost looks like a winner! Thanks for the update.
Email sent to Sales.

 

[Rich_J]

Very interested and I sent an email to your sales department!

 

[SecretWeapon]

It is good to have choices. Thanks for leading the development of this product.

 

[basa]

So is this lid taller than the corvette lid? I thought you guys were going to make it as tall as possible to big intercooler blocks in there or this is not the V lid.

 

[PerformanceDefined]

so 100 [email protected] 15psi OVER the factory blower @15psi. That's impressive!

I may not have been clear on this ... the factory TVS1900 blower did not make 15psi, only 7-8psi. We calibrated the tune to optimum with the factory blower before fitting the 2300 HeartBeat, which did make 15psi with the standard crank pulley ... i.e., only change was the blower + injectors. Bigger blower & a lot more efficient.

FWIW, I briefly tried a 70mm pulley but had to abort at ~3200rpm as it had already got to 17psi.

 

[PerformanceDefined]

So is this lid taller than the corvette lid? I thought you guys were going to make it as tall as possible to big intercooler blocks in there or this is not the V lid.

Yes, taller with larger Charge Air Coolers (CAC's) than the Corvette.
Had to compromise a little so that this lid can also be utilised on Camaro and Commodore (Chev SS). Also had to be conscious of not having too much plenum and sacrificing responsiveness.

 

[basa]

I may not have been clear on this ... the factory TVS1900 blower did not make 15psi, only 7-8psi. We calibrated the tune to optimum with the factory blower before fitting the 2300 HeartBeat, which did make 15psi with the standard crank pulley ... i.e., only change was the blower + injectors. Bigger blower & a lot more efficient.

FWIW, I briefly tried a 70mm pulley but had to abort at ~3200rpm as it had already got to 17psi.

So us with bigger lower pulley will have to go back to stock or change our ring for one slightly bigger than the stock one.

 

[Urbamworm]

Am I missing something here? You technically want to make as much power as possible with the lower psi of boost you can, because after all boost is just restriction. so talking about how this one already made 15psi with the stock crank pulley doesn't say much really does it? It is kind of irrelevant and just means the gearing of the blower is different or the supercharger pulley is different to change the ratio. Isn't running that same kind of boost (15psi) to make it apple to apples going to produce basically the same power on the stock blower (100hp over just a tuned stock blower running 7psi less boost)?

 

[JRockey]

Am I missing something here? You technically want to make as much power as possible with the lower psi of boost you can, because after all boost is just restriction. so talking about how this one already made 15psi with the stock crank pulley doesn't say much really does it? It is kind of irrelevant and just means the gearing of the blower is different or the supercharger pulley is different to change the ratio. Isn't running that same kind of boost (15psi) to make it apple to apples going to produce basically the same power on the stock blower (100hp over just a tuned stock blower running 7psi less boost)?

Although your question was very hard to understand I think I see the point you are trying to make. Remember with the bigger blower you will need less rpm to achieve the higher same psi. You can get 15 psi out of both blowers but the smaller blower will be well out of its efficiency range when compared to the bigger blower.

 

[Ross L]

wait, so with an "aftermarket exhaust" and 7-8 more psi it picked up 100 hp over the stock set up? What is the goal with this new blower? (besides LOOKING COOL!, which it does!)
Is the 1900 well outside of its range at 15psi? I though it did pretty well at that level? I can see the benefit if we're talking 20+ psi (no longer a "pump gas" deal without meth)
seems like deja vu.....haven't we been through this before?

 

[Urbamworm]

Although your question was very hard to understand I think I see the point you are trying to make. Remember with the bigger blower you will need less rpm to achieve the higher same psi. You can get 15 psi out of both blowers but the smaller blower will be well out of its efficiency range when compared to the bigger blower.

I guess what I am saying in the easiest to understand terms is, run this blower at 15psi and run the stock blower at 15psi and you make the same power so what is the point of switching ($$$)? You mention this one being bigger can be more in its efficiency range at say 15psi, but honestly is there any problems being seen from the stock blower at that boost pressure? So while it may not be as in its range it seems to do quite well. The way I see things is more for "high boost" as in say 25psi running race fuel where the stock unit won't work so well, this one could do much better.

wait, so with an "aftermarket exhaust" and 7-8 more psi it picked up 100 hp over the stock set up? What is the goal with this new blower? (besides LOOKING COOL!, which it does!)
Is the 1900 well outside of its range at 15psi? I though it did pretty well at that level? I can see the benefit if we're talking 20+ psi (no longer a "pump gas" deal without meth)
seems like deja vu.....haven't we been through this before?

This is exactly what I was thinking. Maybe things will change quite a bit between the two running on a few more psi. Say 18-20psi level?

 

[JRockey]

I guess what I am saying in the easiest to understand terms is, run this blower at 15psi and run the stock blower at 15psi and you make the same power so what is the point of switching ($$$)? You mention this one being bigger can be more in its efficiency range at say 15psi, but honestly is there any problems being seen from the stock blower at that boost pressure? So while it may not be as in its range it seems to do quite well. The way I see things is more for "high boost" as in say 25psi running race fuel where the stock unit won't work so well, this one could do much better.



This is exactly what I was thinking. Maybe things will change quite a bit between the two running on a few more psi. Say 18-20psi level?

If you agree that the 2.3 is more efficient than the 1.9 at making psi then wouldnt it be logical that the 2.3 is requiring less parasitic pumping losses, meaning it requires less power from the motor to spin it to the level of achieving 15 psi? Of course all this is speculation on my part , as I have not seen any numbers crunched on what it would take for both blowers to achieve 15 psi on the same motor. But in theory it should be better. A second point you need to consider is that at 15 psi with both blowers, which one has the lower iat2. 15 psi at 155 is a lot less dense air than 15 psi at 120. You need to be more concerned with air density rather than psi.

Of course I dont think many guys are going to spend this kind of money to run this blower at 15 psi. The real question is, how much more boost can the Mag 2.3 achieve than the 1.9 and will iat2 be manageable

 

[bbradyc5]

From what I recall from my G8 Magnacharger days, the 2.3 required more hp to spin than a 1.9....biggest benefit was ability to run higher boost without loss of efficiency due to heating up air under higher boost levels. Cooler equals denser equals more power potential. Also any improvements in intercooler size and/or efficiency will only help this further. Let's see all the data play out and evaluate bang of buck potential or high hp build possibilities.

 

[Karch]

Thanks for the update.

I'm 45 miles from Magnuson, perhaps they need a V to do localized testing?