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A Smarter Route to Big Power: LSX Concepts Flex Drive
When it comes to the LS platform, adding a supercharger is one of the most effective ways to unlock huge power gains, whether you’re working with a junkyard 5.3-liter or a fully built 416 LS3-based stroker. But as many experienced builders know, belt slip can ruin an otherwise perfect setup. The moment that blower pulley starts slipping under load, you lose boost and horsepower. For enthusiasts who expect both performance and reliability, the LSX Concepts Flex Drive delivers a purpose-built solution to fix this issue at its core.
The Flex Drive is designed specifically for LS engines using a Corvette-offset accessory drive. Its precision-engineered dual-belt layout separates the supercharger’s load from the rest of the accessory drive, dramatically reducing wear and preventing slippage during high-rpm and high-boost operation. This design not only enhances boost consistency but also extends the life of vital components such as the alternator, water pump, and power steering pump.
Split-Belt Engineering For Maximum EfficiencyThe secret behind LSX Concepts’ success lies in the Flex Drive’s dual-belt system. Instead of forcing one belt to power both the blower and all the engine accessories, LSX Concepts gives the supercharger its own dedicated belt. The rest of the accessories run on a separate 6-rib Corvette-style belt drive. By isolating the blower, torque spikes and belt drag are no longer transferred to other components, which means smoother operation and greater reliability under heavy loads.
Each LSX Concepts Flex Drive kit is designed to handle increasing levels of power with precision. The 8-rib version is ideal for builds producing up to around 800 horsepower, the 10-rib setup is designed for those pushing closer to 1,000 horsepower, and the 12-rib configuration is built to support extreme applications exceeding 1,400 horsepower. With each step up, LSX Concepts ensures that the belts maintain optimal grip and alignment, even when the boost is turned all the way up.
Precision Tensioning And AdjustabilityThe Flex Drive also features an innovative tensioning system that makes it easy to fine-tune belt tension without guesswork. LSX Concepts employs a cloverleaf-style indexable mount that allows eight incremental adjustments, each spaced just 0.075 inches apart. This precision setup lets builders perfectly dial in tension to suit their pulley combination, ensuring that belts maintain ideal tension across the RPM range.
In addition, an adjustable lower idler pulley provides even more flexibility, accommodating belt length variations of up to two full inches. This design not only helps with fitment during installation but also ensures consistent performance as the belt naturally stretches over time. For builders who like to experiment with pulley sizes or boost levels, the LSX Concepts Flex Drive’s adaptability is a major advantage.
Corvette Offset CompatibilityAnother standout feature of the Flex Drive is its compatibility with LSA-offset superchargers. This includes both factory units off the LSA-powered ZL1 Camaro and CTS V, and aftermarket units such as the Harrop TVS 2650, KONG 2650, Magnuson Gen-2 2650, Boost District Gen-2 2650, and Whipple GM LSX Inverted Gen-6 in the LSA offset configuration. Because the Flex Drive matches the Corvette accessory geometry, it fits neatly into many common LS swap applications without requiring major custom fabrication or belt rerouting.
When swapping pulley sizes, the cloverleaf tensioner housing allows you to position the belt tensioner in the sweet spot for maximum belt grip without having to change to a different length belt. -Greg Reimche, CEO LSX Concepts
Installing or servicing the system is straightforward. The front cover of the Flex Drive can be easily removed to install or replace belts, and the design supports lower pulleys up to a monumental 10 inches in diameter. For those running larger crank pulleys to generate higher boost, that capability provides even more flexibility.
Complete Kits Or Custom ConfigurationsLSX Concepts offers the Flex Drive in several configurations to meet different project needs. Builders can opt for a complete bundle that includes all accessory brackets, alternator, A/C compressor, and power steering components, or they can choose a stripped-down version that provides just the essentials for a custom setup. This modular approach lets professional fabricators and home builders alike tailor the system to fit their specific project, whether it’s a daily-driven street car, a show-quality build, or a full-on track machine.
Each part of the system is designed to work together with OEM-level precision. Proper alignment and balanced tension ensure that even at extreme boost levels, accessories stay stable and efficient. LSX Concepts engineered this system to withstand high horsepower without introducing new headaches during installation or maintenance.
The Weak Link: Why The Stock 6-Rib Setup FailsMany LS builders start with a simple supercharger swap using a stock truck 6-rib accessory drive. Either they are working on a ‘99 or newer LS-powered truck or a junkyard-pullout LS from a truck application. While this configuration may work initially, once the boost level climbs past 10 psi, the limitations become painfully clear. The narrow 6-rib belt simply can’t handle the increased load, and slippage becomes inevitable.
When the belt slips, boost drops, and power output becomes inconsistent. Builders often attempt to fix this with more aggressive tensioners or different pulley textures, but these band-aid solutions lead to premature belt wear and added stress on the accessories. While 8-rib conversions for the LS truck accessory drive are an option, they can be pricey. LSX Concepts eliminates that problem by designing a system that divides the work properly, letting one belt drive the blower while the other handles the accessories independently.
Proven Performance In Real-World BuildsThe most convincing proof of the Flex Drive’s effectiveness comes from real-world builders who have put it to the test. Users across the LS community consistently report stable boost levels, no belt slip, and long-term durability under harsh driving conditions. One user noted, “Zero belt slip, dedicated blower belt got rid of surging I had with a single belt setup.” Another praised the kit’s packaging and reliability: “3 years running on the same belts at 800 whp… still holding the same boost.”
These results aren’t luck, they’re the outcome of smart design. The Flex Drive features a double-shear idler bracket that adds strength where it’s needed most, supports large lower pulleys, and uses robust, factory-style tensioners. The result is a system that performs flawlessly whether it’s idling in traffic or pulling to redline on a track.
Why It Matters For Supercharged LS BuildsSupercharged LS engines place enormous strain on the accessory drive system. The crank pulley must power every component from the alternator to the water pump while simultaneously turning a supercharger that can consume up to 100 horsepower or more just to operate at max output. That torque load translates into tension and heat that the stock belt system simply wasn’t designed to manage.
By isolating the supercharger on its own drive belt, LSX Concepts drastically reduces stress on the accessories. That means fewer broken tensioners, less belt debris, and no more loss of boost pressure at the top end. The dual-belt system provides consistent power transfer, stable accessory performance, and predictable results every time you hit the throttle.
Built For The Real WorldThe Flex Drive isn’t just an engineered solution; it’s a system built for the realities of LS swapping. Whether you’re building a high-boost street car, a pro-touring restomod, or a dedicated drag machine, it’s designed to fit and function like a factory component. Its CNC-machined parts, double-anodized finishes, and high-strength mounting hardware give it the durability needed for long-term use, even in punishing environments.
The Flex Drive also looks the part. Its compact layout and clean design help it integrate seamlessly into modern engine bays, giving builders both form and function. It’s an elegant piece of hardware that quietly does its job, ensuring the rest of the build performs as intended.
Don’t Get Caught Slippin’In the performance world, belt slip is one of the most frustrating issues for supercharged LS builders. It robs power, creates inconsistencies, and shortens component life. LSX Concepts Flex Drive solves all of these issues through intelligent engineering and proven durability. The Flex Drive is more than just a clever design—it’s the missing link between raw power and mechanical reliability.
The post A Smarter Route to Big Power: LSX Concepts Flex Drive appeared first on LSX Magazine.
No Tricks, Just Treats: FREE SHIPPING Awaits at Corvette Central!
GM Introduces the Stingray Protection Package for 2026 Corvette Stingrays
2025 Corvette Stingray Production Highlights
With the 2025 Corvette model year stats now out, we are taking a deeper dive into the production stats of each of the four models starting with the 2025 Corvette Stingray.
Continue reading 2025 Corvette Stingray Production Highlights at Corvette: Sales, News & Lifestyle.
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Rare 7-speed C7 ZR1 Convertible Comes Out Of Hibernation
The C7 generation was the last rear-wheel-drive Corvette produced. The following C8 generation fulfilled Zora Arkus-Duntov’s original idea of making America’s sports car mid-engine to compete with its European competition. This massive change didn’t come easy, but GM engineers reported that the front-engine, rear-wheel-drive platform was nearing its performance threshold with the supercharged Z06. So Chevrolet sent the last rear-wheel-drive Corvette out with a bang and offered the C7 ZR1, and a rare example has come out of collector car hibernation for sale to the public.
Less than three thousand C7 ZR1 Corvettes were produced, even less of them were convertibles will the Tremec TR-6070 7-speed manual transmission.The C7 ZR1 was only produced for one model year, 2019, and the production numbers were very low at only 2,953 made out of 34,822 Corvettes total for that year. But less than 100 were convertible ZR1s with the ZLZ Sebring Orange special design package and the 7-speed manual transmission. This rarity, combined with only 1,333 miles, is sure to bring big money at the Dallas Mecum auction this weekend.
The Sebring Orange metallic paint is sure to stand out in traffic or your garage.Among carbon-ceramic brakes, special suspension, and ZR1-specific aero was the exclusive supercharged LT5 V8, owing its roots to the more common Z06 model’s LT4 engine. The 755-horsepower LT5 was exclusive to the 2019 ZR1 and was only offered as a crate engine through Chevrolet Performance in limited volume for a very short period of time, making the C7 ZR1 highly sought after and valuable.
The original window sticker shows an MSRP of less than $150k, but we all remember the C7 ZR1 selling for over sticker price when new due to its rarity, low production volume, and many wanting the last big-dog rear-wheel-drive Corvette before the new mid-engine C8 model came out in 2020. We suspect that this orange convertible will sell for roughly double its original MSRP based on previous Mecum auctions.
The post Rare 7-speed C7 ZR1 Convertible Comes Out Of Hibernation appeared first on LSX Magazine.
[VIDEO] Thousands of C8 Corvette Z06s Now Available at Large Discounts
My, how times have changed in the last three years.
If you have ever wanted to climb behind the wheel of your own C8 Corvette Z06, now may be the best time ever. Chevrolet was forced to sideline sales of the 2025 Z06s due to the STOP SALE order issued on August 21st, and then they continued to build the 2026 Z06s but were unable to ship them until just recently.
[PODCAST] Corvette News and Headlines with CorvetteBlogger on the Corvette Today Podcast
Wires Not Crossed: Error-Free LS Harness Testing
In the early days of the LS swap, chopping, crimping, and taping up a used engine harness was the only viable option. There are a few dozen circuits in an early LS harness just to run the engine, so there was ample opportunity to make a mistake and an eternity to track it down. Thankfully, the aftermarket caught on quickly to help us with all-new LS, and eventually Gen V LT, standalone swap harnesses. It can be tempting to save a buck with cheap overseas harnesses, but that can lead to problems due to poor quality, which is why BP Automotive does in-house LS harness testing on every LS and LT harness that ships to ensure you don’t run into issues.
Building a standalone swap harness is a tedious and time-consuming process, which can open the door for human error when assembling.It’s not always easy to know where today’s aftermarket performance parts are made. In an era where cost-cutting often outweighs quality, some manufacturers will compromise materials or workmanship to save a few dollars. We’ve dealt with an off-brand LS swap harness in the past, and it was immediately clear it came from someone who was lax with quality. The wiring wasn’t automotive-grade, the splices were covered in electrical tape, and the ECU connectors had exposed pins.
To the naked eye, this looks like any LS harness. But hidden inside could be bad connections, low-quality wire, and poorly crimped pins.Fortunately, BP Automotive stands on the other side of that spectrum. The company proudly manufactures its harnesses right here in the USA and takes extra steps to ensure every product meets the highest standards. Beyond the advantages of American manufacturing, BP adds another layer of assurance with a dedicated LS harness testing process before any harness leaves its facility.
To control the DI side of the fuel injection for our 2,000-plus horsepower ProCharged L8T, we used a stock ECU with a BP Automotive harness. LS/LT Harness Testing SystemAnyone who’s worked in a hands-on job knows that even the best employees can have an off day. Now, imagine assembling a complex EFI swap harness containing hundreds of individual wires, terminals, and connectors. One misplaced pin could cause hours of troubleshooting, frustration, and downtime. To eliminate that risk, BP Automotive developed a safeguard with its in-house computer harness tester.
Bill made these four adapters that plug in between the engine harness and testing system to simulate different error or problems.This system ensures that every harness is 100 percent verified before shipping. If an issue arises later, BP knows it stems from installation rather than assembly error. The tester can even pinpoint specific wiring faults with precision. The end result? Peace of mind for the customer, knowing their BP Automotive harness is as reliable and accurate as the engine it’s connected to.
We’re very specific in what we do, even down to the tenth or hundredth of a millimeter for crimp height and width. —Bill Hillock, Owner of BP Automotive
Bill Hillock, owner of BP Automotive, isn’t just the big boss; he’s heavily involved and hands-on with the business. Bill shows us the different ways his LS harness testing computer program can catch quality control problems like a missing or broken wire, a pin in the wrong location, a connection with too high of resistance, and a short circuit between two or more wires with adapters that mimic these problems.
Once in place, it’s time to test and see what the LS harness testing software tells us. No ConnectionStarting with a 24x standalone LS harness, Bill begins the demonstration by connecting the first adapter designed to simulate a missing circuit or a broken wire in the cam sensor signal side of the harness. In this case, the adapter intentionally omits the signal circuit from the connection to show how the test system reacts. Once the adapter is plugged in, Bill powers up the computer harness tester, and the software instantly begins running its diagnostic routine. Within seconds, the system identifies that the cam sensor signal circuit is incomplete, confirming that there’s an open or missing wire in the harness.
Once the adapter is plugged in, Bill powers up the computer harness tester, and the software instantly begins running its diagnostic routine. Within seconds, the system identifies that the cam sensor signal circuit is incomplete, confirming that there’s an open or missing wire in the harness.What makes this testing process impressive is the level of detail it provides. The computer harness tester doesn’t just detect that a fault exists; it shows exactly where the issue lies within the harness, pinpointing the start and end points of the missing or broken wire. This precision allows BP Automotive to verify the integrity of every connection before a harness ever leaves the shop, ensuring each customer receives a product that’s been fully validated from end to end.
Once fired up, the benchtop testing software is ready to find any and all problems This Pin Is A Little LostThe next adapter that Hillock tests is known as the crossed wire adapter, which is designed to simulate a common assembly-line mistake: mis-pinning a connector. In a complex LS engine harness with hundreds of wires, it’s easy for two terminals to get swapped during production, and this adapter allows BP Automotive to test such errors. Once the adapter is plugged in, Bill initiates the diagnostic sequence, and within moments, the computer harness tester identifies the fault. The software highlights which specific wires have been crossed, instantly flagging the error for review.
The crossed wire adapter is designed to simulate a common assembly-line mistake: mis-pinning a connector. The software highlights which specific wires have been crossed, instantly flagging the error for review.In this case, the test reveals that pins A and B are reversed at the cam position sensor connector. What’s impressive is that the system doesn’t just alert the user to a generic fault; it displays the exact pin cavities at both the PCM and the sensor connector where the mistake occurred. This precise feedback means technicians can immediately pinpoint and correct the miswire without hunting through the entire harness.
Too Much ResistanceThe third adapter Bill Hillock demonstrates in BP Automotive’s LS harness testing process is designed to simulate high resistance in the cam position sensor signal circuit. Unlike a missing or crossed wire, this type of fault is more subtle and can easily go unnoticed during assembly. The company’s testing standard is strict, and any resistance over 5 ohms will trigger a failure in this circuit. To illustrate just how sensitive and accurate the system is, Hillock installs a 5-ohm resistor into the circuit before beginning the test. Once the software runs its check, the results appear instantly on-screen, showing a total resistance of 5.7 ohms in the circuit for pin A at the cam position sensor signal.
The third adapter Bill Hillock demonstrates in BP Automotive’s LS harness testing process is designed to simulate high resistance in the cam position sensor signal circuit. Unlike a missing or crossed wire, this type of fault is more subtle and can easily go unnoticed during assembly.That small increase of less than one ohm is enough for the system to flag a potential problem. In a real harness, such a reading would suggest a damaged or compromised wire—possibly a broken strand hidden inside the insulation or a poor crimp at a connector. This kind of precision ensures that even the smallest electrical irregularities are caught before the harness leaves the shop. It’s a level of scrutiny that prevents future troubleshooting headaches and underscores BP Automotive’s commitment to OEM-level reliability and performance in every LS swap harness they produce.
This is why we do it this way. It’s because this is the standard, and we want to meet the standard. The true standard of what it takes to build a harness to GM standards. —Bill Hillock, Owner of BP Automotive
A Short CircuitFor the final LS harness testing demonstration, Bill connects the fourth and final test adapter, which is designed to simulate a short circuit between pins A and C on the cam position sensor connector. These pins represent the 12-volt reference and sensor signal circuits, two of the most critical paths in the camshaft position sensor circuits that can’t be crossed. When shorted, they create an electrical overlap that could cause erratic sensor readings, ECU faults, or even prevent your LS from running.
Hillock explains that while the BP Automotive computer tester won’t explicitly say “short between A and C,” it still identifies the issue through its network of connections, since the short technically spans four total connection points within the system.
This adapter is designed to simulate a short circuit between pins A and C on the cam position sensor connector. These pins represent the 12-volt reference and sensor signal circuits, two of the most critical paths in the camshaft position sensor circuits that can’t be crossed. When shorted, they create an electrical overlap that could cause erratic sensor readings, ECU faults, or even prevent your LS from running.Even though the readout doesn’t pinpoint a single circuit-to-circuit short, it immediately alerts the technician that multiple connections are behaving abnormally. This level of diagnostic feedback allows BP Automotive’s quality control team to isolate, trace, and repair the fault before the harness ever leaves the shop. The process highlights just how comprehensive their in-house testing is at catching not only the obvious open or crossed wires, but also the complex shorts that can cripple an EFI system once installed.
A harness can’t leave the facility until all connections get this screen and Bill’s stamp of approval. Tested, Tracked, And TrustedEvery BP Automotive harness that completes testing comes with a printed report verifying that it has passed the company’s full diagnostic inspection. This isn’t just a checklist; it’s a record generated directly by the same computer harness tester used during quality control, confirming every circuit’s integrity and signal path. If the harness doesn’t pass every phase of testing, the printout simply doesn’t generate. That means customers can be confident that any harness shipped from BP Automotive has cleared a rigorous electronic audit and is ready to perform flawlessly once installed, so you don’t pull your hair out hunting electrical gremlins.
Like a report card, this LS harness passed with straight-A’s.For standalone LS harnesses and select specialty models, BP takes quality control even further by assigning each one a unique serial number. This number, printed on a sticker near the fuse block, corresponds to the individual test report recorded by the system. It’s more than just a label — it’s a traceable certification of craftsmanship and accountability, ensuring that every harness can be tracked and verified from assembly to installation.
The post Wires Not Crossed: Error-Free LS Harness Testing appeared first on LSX Magazine.
