The LSA is the first production supercharged Gen-IV small block engine for the marine industry and is the same 6.2L Supercharged LSA that powers the world’s fastest production sedan, The Cadillac CTS-V.
The 6.2L SuperCharged LSA V-8′s credentials speak for themselves; however, with 545 lb-ft of torque at 4000 rpm, the LSA leaves the competition behind with it’s perfect blend of high-rev horsepower and low-rev torque.
Pro Athletes have stated that the power from the LSA is creating wakes larger than what was possible in the past and as a result riders are getting more air than ever before. The LSA is changing the game.
Features and Benefits
Gen VI SuperCharger with Twin Four-Lobe Rotors
A state-of-the-art supercharger is key to the 6.2L LSA’s remarkable performance. This Gen IV small-block V-8 is equipped with Eaton’s Twin Vortices Series (TVS) supercharging technology, which represents the sixth generation of joint Eaton/GM supercharger development. The LSA supercharger displaces 1.9 liters and generates maximum boost pressure of 9.0 pounds per square inch (0.62 bar).
A supercharger is essentially an air pump driven by the engine’s crankshaft. It forces more air into the engine’s combustion chambers than
that engine could otherwise draw on its own. The increased volume of oxygen allows the engine to efficiently process more fuel, and thus generate more power.
The TVS takes supercharging technology to new levels of refinement and efficiency. Each of its two rotors has four distinct lobes, or spiral-shaped vanes that intermesh precisely with those on the other rotor as they spin at high speed. Efficiency gains with the four-lobe rotors are substantial, compared to comparably sized, previous-generation superchargers: Approximately 20 percent more airflow, with an improvement in thermal efficiency up to 15 percent. Moreover, parasitic power loss-the amount of power the engine uses to operate the supercharger-is reduced 35 percent. That improves both the supercharger’s response time and the engine’s overall efficiency.
With the TVS supercharger, the 6.2L LSA delivers nearly 1.5 horsepower per cubic inch of displacement and specific torque that’s at least 18 percent higher than any of its primary competitors. Yet impressive output figures tell only part of the story. The supercharger’s large displace
ment expands its effective range, building power more quickly at low rpm. Its four-lobe rotors spin at over 15,000 rpm, or about two and a half times the engine’s rotation speed, to sustain its benefits at high engine speeds, when many superchargers lose their effectiveness. There’s no high-rev power drop-off with the LSA.
Nor is there typical supercharger whine-the high-pitched, whizzing sound emanating from a supercharged engine as the rotors spin furiously. The four-lobe rotors help lower noise radiating from the supercharger case as much as 10 decibels, and sound pressure is nearly identical whether or not the supercharger is generating boost. During CTS-V development testing on Germany’s 13-mile Nurburgring race course, onlookers were convinced that the LSA had no supercharger, even when it was running at wide-open throttle
Integrated Air-to-Liquid Intercooler
An advanced intercooling system increases the 6.2L LSA’s performance and extends its supercharger’s benefits. The engine’s charge cooler is integrated in the supercharger case just above the rotors, with a single air-to-liquid cooling “brick” that substantially lower the temperature of air used in the combustion process. 
The LSA’s intercooling system raises the bar in both packaging and efficiency. It uses a single aluminum tube-and-fin heat exchanger mounted above the rotors in the supercharger case. Air pumped by the supercharger flows directly through the brick and down to the intake ports on the cylinder heads. The intercooler brick is cooled by its own coolant circuit, with a remote pump and 3.02-liter reservoir.
Bottom line: The temperature of air fed to the LSA’s cylinder heads is reduced 158 degrees F (70 degrees C), substantially increasing the amount of oxygen available for the combustion process. The intercooler design also contributes to the supercharger’s quiet operation. The cooling brick helps dampen sound radiating from the supercharger case, while ribs cast into the top of the intercooler housing add strength and reduce vibration.
Hypereutectic Aluminum Pistons with Oil-Spray Cooling
Superior piston design sets the tone all of the 6.2L LSA’s internal components.
The engineering objective? 
Lighter, stronger and smoother.
The pistons themselves are aluminum-cast from a high-silicon alloy developed
for its combination of strength and heat-management properties. Casting reduces
noise-generating potential, compared to other high-performance piston materials
such as forged aluminum, and is specified when NVH control is a priority. The
hypereutectic pistons are also lighter than conventional steel, which
translates to less reciprocating mass inside the engine. Less mass means
greater efficiency, high-rpm capability and a feeling of immediate response as
the engine builds revs.
The combustion surface of the LSA pistons, or the top land, lacks the
valve-relief pockets typical on 
high-performance engines with relatively high-lift
valves. Rather, the LSA top lands are sumped, with a saucer-shaped indent that
dips gradually from the outer edge of the piston. This design promotes a
thorough mixing of air and fuel, and along with other durability enhancing
features, allows a 9.1:1 compression ratio: higher than a conventional
supercharged or turbocharged engine, for improved combustion efficiency.
The 6.2L LSA is also equipped with oil-spray piston cooling. Eight oil-squirting jets in the engine block drench the underside of each piston and the surrounding cylinder wall with an extra layer of cooling, friction-reducing oil. The oil spray reduces piston temperature, promoting extreme output and long-term durability. The extra layer of oil on the cylinder walls and wristpin also dampens noise emanating from the pistons.
High-Flow Roto-Cast Cylinder Heads
The 6.2L Supercharged LSA cylinder heads are similar to those used on the naturally-aspirated 6.2L LS3 Corvette V-8, with enhancements for supercharged induction and maximum durability.
The LSA heads feature a unique “wing” cast into each intake port to promote a swirling motion that blends the pressurized air-fuel charge. The heads are also cast from a premium A356-T6 alloy, which better manages the heat generated in a supercharged engine. A356-T6 pays particular dividends in the thin bridge area between the intake and exhaust valves, where effective heat dissipation is crucial to both performance and long-term durability. Finally, the LSA heads are rotacast. This process rotates the head mold as the molten alloy cools and essentially eliminates porosity, or microscopic pockets of air trapped in the casting. Rotacasting delivers a stronger part that helps maintain performance and structural integrity over the life of the engine.
Acoustic Engine Cover 
The LSA is trimmed with special engine cover surrounding the intercooler and supercharger case, which is visible under the CTS-V‘s hood. The cover has “SUPERCHARGED LSA” script on each side, with the V-spec logo and classic Cadillac laurel emblem front-and-center.
The engine cover helps isolate high-frequency sounds emanating from the engine, and it’s attached with ball-stud mountings that more effectively limit vibration transfer than conventional twist-in fasteners. It’s also lined with dense acoustic foam.
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