Quote:
Originally Posted by adamgl
Wonder if there are any CTS-V owners who've done this with the LSA?
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There is a non-Sponsor who offers a Maggy 2300 kit and KB; I haven't noticed Whipples, but I can't see why they wouldn't apply. I think this company just happens to have used the ones that were available first. You can PM me, if you would like their name, but I can't post it. They are doing a lot of work on LSAs and make some really good power.
Quote:
Originally Posted by hognutz
I would not spend the money on a compresor swap with without updgrading the internals.
Look at what hennessy does with the CTS-V. they don't add a ton of boost until they upgrade the internals. they can make more power though with ported heads, cam, headers etc. If I remeber there 700hp 11.2 et wagon is still with stock compressor.
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The company I mentioned above uses a lot of stock 1900 parts and pushes that little thing to it's max. I believe their highest horsepower 1900 kit uses fuel, exhaust, and a complete top-end (H/C) and still pushes the compressor to 19 psi... I believe it comes in at more than 700 RWHP. I believe that's on a stock shortblock, too!
I'm not suggesting these guys are any better than Hennessey, however, Cadillac has used them many times for their SEMA cars, so if that's any indication on their quality, I'd say you are probably in safe hands. They actually manufacture CNC'd pulleys, plenum spacers, HEs, and a bunch of other stuff in-house using military grade materials.
There's definately more than one way to skin a kitty
Personally - my plan takes stealth into consideration (because of my areas considerable law enforcement due to street racing...): upper and lower pulleys, intercooler upgrade, very modest exhaust and intake mods' and probably mid-teens for boost. Considering ADM just showcased their Stage 1 CTS-V package (including the customer's own inlet tube), and produced 590 RWHP on a otherwise completely stock car, my modest 600 RWHP-goal should be pretty easy. I believe I won't be over-rev'ing the SC, and my IATs should be modest. Best of all - I'll enjoy the music of that little 1900 under throttle
A 2.9 Whipple certainly has the potential to go past reasonable OEM LSA power levels. Depending on your goals, that 2.9 will work less than the 1900 and should produce lower IATs at the same boost level. When Eatons 1900 rotors were initially announced, Magnuson said they should be good to about 700 FWHP, or so. Considering the information I posted above, it is easily capable of that at about 13 psi on a stock V'. I bet a Whipple could produce 600 RWHP at only about 10 psi (considering the really tame cam in LSA). I believe really being honest with your goal is paramount in making the best use of your money. A blower too big won't be as effective as a properly sized one.
JMVHO
