Justin@VMP
January 31st, 2008, 12:13 AM
Now that I have done much of the TVS testing that I wanted to do, I am going to start posting the writeups on different stages of modifications.
This post will include some pictures and background information on the Ford Racing Performance Parts "2007-08 SVT MUSTANG SUPERCHARGER UPGRADE KIT (http://www.fordracingparts.com/parts/part_details.asp?PartKeyField=9887)" PN: M-6066-SGT commonly referred to as the "TVS".
GT500 Supercharger Upgrade Packages from VMP Tuning (http://%22http://www.vmptuning.com/store/index.php?p=catalog&parent=103&pg=1)
Right before Thanksgiving I contacted Ford Racing about their new GT500 blower kit. There was quite a bit of hype about this product on the forums. I secured a blower kit for my car, a long with the 2008 balancer (PN M-6312-SVT). As part of the agreement to display my GT500 at the PRI show, they sent me Ford GT blue valve covers and chrome coil covers.
The Eaton TVS is still a roots-style blower, meaning that it does not compress the air internally like a twin screw. Roots blowers just pump air into the engine and the compression event occurs inside the engine due to large volumes of air being forced into it.
However, don't let that scare you away. The TVS is unlike any other roots blower ever produced. The 2300 model is 2.3L, vs the stock blower's 2.1L displacement. The TVS is rated for 19,000RPM, vs the stock blower's 14,000RPM rating. The TVS is rated for a 20.4psi pressure ratio, where the stock blower is rated for a 14.6psi pressure ratio. The TVS has 4 lobes instead of 3 lobes. The lobes are twisted much more than a regular roots blower.
The TVS and roots blower design has some inherent benefits over a twin screw. I'm told by the Eaton engineers that the TVS has a much wider efficiency range than most twin screw designs, this means more area under the curve, flatter boost curves, and more part throttle power. Since no compression occurs inside the blower, driveability and gas mileage is preserved. A twin screw is always compressing air, so it is always doing work at cruising speeds. The TVS and roots style blowers just run the air through the bypass valve and do very little work at cruising speeds.
There are currently no publically available compressor maps for the TVS2300. Eaton has mapped the GT500 TVS 2300 blower but won't release them due the blower being a proprietary design for Roush/FRPP. Eaton did tell me they will be mapping a generic TVS 2300 soon.
TVS info from Eaton site (http://www.eaton.com/EatonCom/ProductsServices/PerformanceProducts/Products/Superchargers/TVS/index.htm)
TVS 1900 Compressor Map (http://www.eaton.com/ecm/groups/public/@pub/@eaton/@per/documents/content/ct_127899.gif)
Now before all the twin screw guys bash me, I'm not saying that the TVS is the ultimate blower. It all depends on your goals and how much one benefit outweighs another (for example, stock hood clearance, or 1000 crank HP). I am making around 820 crank HP through stock exhaust with the TVS and it is definitely at the limit, I don't think much more than 850 crank HP is possible on the stock motor. At this point, a twin screw would afford more ultimate peak power due to the larger displacements available. If there was a big displacement TVS available, things may be different. The Eaton engineers told me a prototype 3300 was made (3.3L TVS) but the bearing technology to support the larger rotor weights and rotor loads was non-existant. Eaton does a lot of OEM work, so when they build something it has to last 100,000+ miles. From a business perspective, Eaton probably does not have a big market for a 3300 blower. They do have a big market for the smaller TVS 1320 and 1900 models that are being used on hopped up 4 cylinders and OEM blown trucks.
Back to the installation. My parts arrived just after Thanksgiving. The blower and CAI were delivered by Yellow Freight on a small pallet. The valve and coil covers came by UPS.
http://vmptuning.com/GT500/TVS/frppbox.jpg
The box was very large. The CAI heat shield took up a lot of room. The blower was at the very bottom, in a seperate box, held by expandable foam.
http://vmptuning.com/GT500/TVS/frppbox2.jpg
http://vmptuning.com/GT500/TVS/frppbox3.jpg
The Ford Racing CAI kit takes a different approach than most, there is a shield that completely encloses the bottom of the filter. The MAF housing is much larger than stock and has enough sensor range for about 650RWHP. The housing is rated at 113MM but looks to be a little smaller where the sensor actually goes into the tube.
http://vmptuning.com/GT500/s1fr.jpg
The FRPP intake reuses the factory rubber tube going to the TB. I think this part flows very well while still fitting better than all of the aftermarket parts currently being made. It also fits all aftermarket STBs with plenty of a clearance, which is a problem with some other CAIs.
The factory Strut Brace will fit with the TVS and FRPP CAI, I've just had it off the car for the past few months due to all the parts I have been testing.
When you get the 2.3L Eaton TVS and 2.1L stock eaton H/M122 next to each other you can appreciate the subtle differences. The TVS case is larger, but only slightly so, it still fits under the stock fuel rail crossover tube. The black coating on the TVS is just like the factory parts. The factory black cast aluminum elbow is re-used for the TVS, though I think there could be 5-10RWHP in a better flowing piece, combined with a better flowing TB (more on that later).
http://www.vmptuning.com/GT500/TVS/2tvsvseatontop.jpg
The differences between the rear inlet of the stock eaton and TVS are huge, literally. From the outside they look the same, but on the inside the TVS is hogged out. The high twist 4 lobe rotors can be fed from 270* around, unlike the factory 3 lobe rotors that can only be fed 180* around.
TVS:
http://www.vmptuning.com/GT500/TVS/tvsinlet1.jpg
TVS:
http://www.vmptuning.com/GT500/TVS/tvsinlet2.jpg
Stock eaton:
http://www.vmptuning.com/GT500/TVS/eatoninlet.jpg
The outlet on the TVS is much larger and shaped differently than the stock blower:
http://www.vmptuning.com/GT500/TVS/tvsbottom.jpg
Installation:
Click here to view or download instructions in PDF format (2 MB). (http://vmptuning.com/GT500/TVS/FRPPTVSINSTRUCTIONS.pdf)
Here the motor is ready to put the TVS on, I had actually taking the Eaton off a few days earlier in anticipation of the TVS arriving.
http://www.vmptuning.com/GT500/TVS/1noblower.jpg
The FRPP supercharger upgrade kit comes with some very comprehensive instrutions. I've had my stock blower on and off a few times before, and have found several shortcuts that the instructions do not cover. I will cover a few of them here.
It is possible to get to the 10-rib blower belt tensioner without removing the coolant or intercooler reservoirs. With the car somewhat cool, you can snake your hand through all the coolant hoses and get a 3/8" ratchet on the tensioner. I like to use a 3/8 craftsman" flex head ratchet like this one:
http://www.sears.com/shc/s/p_10153_12605_00944836000P?sbf=Brand&sbv=Craftsman&vName=Tools&cName=Hand+Tools%2C+General+Purpose&sName=Ratchets
You can push down on the tensioner with one hand, and use the other to slip the belt off.
The instructions tell you to completely remove the EGR valve. Whenever I swap blowers I just unbolt it from the blower (two 10mm head bolts) and pull it away a little bit. There is a SS gasket, make sure you don't loose it. I feel this is much easier than complete removal, because the EGR tube nuts always tend to be hard to get off.
I like to just disconnect all the vacuum and electrical connections from the stock TB and elbow, and remove both the elbow and TB as one piece from the blower. You'll need an 8mm socket and a few long 1/4" extensions.
I like to just remove one side of the fuel rail and pull the other side out of the way, just be careful not to kink the crossover tube.
There is one rubber line on the back of the blower, don't forget that.
Pulling the blower off can be done by yourself, but it helps to have someone to guide you and pull anything out of the way, as the blower weighs about 40lbs. Same thing goes for installing the TVS, it’s a little heavier than the stock blower and a slightly tigether fit, so you'll want some help.
At this point I can probably swap blower in 1-1.5hrs.
The kit includes shorter bolts for mounting the EGR valve to the passenger side of the blower, make sure you use at least one of them, the bosses in the TVS are not tapped all the way through, hence the need for shorter bolts. Don't forget to put in the gasket/EGR restrictor plate.
You should assemble the CAI on the bench, then put it on the car. There are two little 8mm headed bolts that hold the MAF assembly to the heatshield. One of the ABS bracket bolts is used to hold the heat shield on the front, and a longer one is supplied. You'll re-use the stock airbox mounting bolt and rubber grommet.
Tuning:
Ford Racing includes one of their Pro-Cal PCM flashers in the kit (very basic, no screen, just buttons, like an SCT X-Cal 1). The kit can only be purchased from FRPP with the pro-cal, there is no option to remove it from the package. You have to register for the device online and then it is mailed to you with the correct calibration for your PCM PN, VIN, tire size, and axle ratio. FRPP's online registration process is a little bit quirky and may not work right with the Firefox browser. You'll need the yellow sheet that came with your blower instructions, it has a unique SN that you'll need to register. The FRPP tune is designed for a minimum of 91 octane fuel.
Look for dyno results from the TVS with the FRPP and VMP tunes in Part 2.
This post will include some pictures and background information on the Ford Racing Performance Parts "2007-08 SVT MUSTANG SUPERCHARGER UPGRADE KIT (http://www.fordracingparts.com/parts/part_details.asp?PartKeyField=9887)" PN: M-6066-SGT commonly referred to as the "TVS".
GT500 Supercharger Upgrade Packages from VMP Tuning (http://%22http://www.vmptuning.com/store/index.php?p=catalog&parent=103&pg=1)
Right before Thanksgiving I contacted Ford Racing about their new GT500 blower kit. There was quite a bit of hype about this product on the forums. I secured a blower kit for my car, a long with the 2008 balancer (PN M-6312-SVT). As part of the agreement to display my GT500 at the PRI show, they sent me Ford GT blue valve covers and chrome coil covers.
The Eaton TVS is still a roots-style blower, meaning that it does not compress the air internally like a twin screw. Roots blowers just pump air into the engine and the compression event occurs inside the engine due to large volumes of air being forced into it.
However, don't let that scare you away. The TVS is unlike any other roots blower ever produced. The 2300 model is 2.3L, vs the stock blower's 2.1L displacement. The TVS is rated for 19,000RPM, vs the stock blower's 14,000RPM rating. The TVS is rated for a 20.4psi pressure ratio, where the stock blower is rated for a 14.6psi pressure ratio. The TVS has 4 lobes instead of 3 lobes. The lobes are twisted much more than a regular roots blower.
The TVS and roots blower design has some inherent benefits over a twin screw. I'm told by the Eaton engineers that the TVS has a much wider efficiency range than most twin screw designs, this means more area under the curve, flatter boost curves, and more part throttle power. Since no compression occurs inside the blower, driveability and gas mileage is preserved. A twin screw is always compressing air, so it is always doing work at cruising speeds. The TVS and roots style blowers just run the air through the bypass valve and do very little work at cruising speeds.
There are currently no publically available compressor maps for the TVS2300. Eaton has mapped the GT500 TVS 2300 blower but won't release them due the blower being a proprietary design for Roush/FRPP. Eaton did tell me they will be mapping a generic TVS 2300 soon.
TVS info from Eaton site (http://www.eaton.com/EatonCom/ProductsServices/PerformanceProducts/Products/Superchargers/TVS/index.htm)
TVS 1900 Compressor Map (http://www.eaton.com/ecm/groups/public/@pub/@eaton/@per/documents/content/ct_127899.gif)
Now before all the twin screw guys bash me, I'm not saying that the TVS is the ultimate blower. It all depends on your goals and how much one benefit outweighs another (for example, stock hood clearance, or 1000 crank HP). I am making around 820 crank HP through stock exhaust with the TVS and it is definitely at the limit, I don't think much more than 850 crank HP is possible on the stock motor. At this point, a twin screw would afford more ultimate peak power due to the larger displacements available. If there was a big displacement TVS available, things may be different. The Eaton engineers told me a prototype 3300 was made (3.3L TVS) but the bearing technology to support the larger rotor weights and rotor loads was non-existant. Eaton does a lot of OEM work, so when they build something it has to last 100,000+ miles. From a business perspective, Eaton probably does not have a big market for a 3300 blower. They do have a big market for the smaller TVS 1320 and 1900 models that are being used on hopped up 4 cylinders and OEM blown trucks.
Back to the installation. My parts arrived just after Thanksgiving. The blower and CAI were delivered by Yellow Freight on a small pallet. The valve and coil covers came by UPS.
http://vmptuning.com/GT500/TVS/frppbox.jpg
The box was very large. The CAI heat shield took up a lot of room. The blower was at the very bottom, in a seperate box, held by expandable foam.
http://vmptuning.com/GT500/TVS/frppbox2.jpg
http://vmptuning.com/GT500/TVS/frppbox3.jpg
The Ford Racing CAI kit takes a different approach than most, there is a shield that completely encloses the bottom of the filter. The MAF housing is much larger than stock and has enough sensor range for about 650RWHP. The housing is rated at 113MM but looks to be a little smaller where the sensor actually goes into the tube.
http://vmptuning.com/GT500/s1fr.jpg
The FRPP intake reuses the factory rubber tube going to the TB. I think this part flows very well while still fitting better than all of the aftermarket parts currently being made. It also fits all aftermarket STBs with plenty of a clearance, which is a problem with some other CAIs.
The factory Strut Brace will fit with the TVS and FRPP CAI, I've just had it off the car for the past few months due to all the parts I have been testing.
When you get the 2.3L Eaton TVS and 2.1L stock eaton H/M122 next to each other you can appreciate the subtle differences. The TVS case is larger, but only slightly so, it still fits under the stock fuel rail crossover tube. The black coating on the TVS is just like the factory parts. The factory black cast aluminum elbow is re-used for the TVS, though I think there could be 5-10RWHP in a better flowing piece, combined with a better flowing TB (more on that later).
http://www.vmptuning.com/GT500/TVS/2tvsvseatontop.jpg
The differences between the rear inlet of the stock eaton and TVS are huge, literally. From the outside they look the same, but on the inside the TVS is hogged out. The high twist 4 lobe rotors can be fed from 270* around, unlike the factory 3 lobe rotors that can only be fed 180* around.
TVS:
http://www.vmptuning.com/GT500/TVS/tvsinlet1.jpg
TVS:
http://www.vmptuning.com/GT500/TVS/tvsinlet2.jpg
Stock eaton:
http://www.vmptuning.com/GT500/TVS/eatoninlet.jpg
The outlet on the TVS is much larger and shaped differently than the stock blower:
http://www.vmptuning.com/GT500/TVS/tvsbottom.jpg
Installation:
Click here to view or download instructions in PDF format (2 MB). (http://vmptuning.com/GT500/TVS/FRPPTVSINSTRUCTIONS.pdf)
Here the motor is ready to put the TVS on, I had actually taking the Eaton off a few days earlier in anticipation of the TVS arriving.
http://www.vmptuning.com/GT500/TVS/1noblower.jpg
The FRPP supercharger upgrade kit comes with some very comprehensive instrutions. I've had my stock blower on and off a few times before, and have found several shortcuts that the instructions do not cover. I will cover a few of them here.
It is possible to get to the 10-rib blower belt tensioner without removing the coolant or intercooler reservoirs. With the car somewhat cool, you can snake your hand through all the coolant hoses and get a 3/8" ratchet on the tensioner. I like to use a 3/8 craftsman" flex head ratchet like this one:
http://www.sears.com/shc/s/p_10153_12605_00944836000P?sbf=Brand&sbv=Craftsman&vName=Tools&cName=Hand+Tools%2C+General+Purpose&sName=Ratchets
You can push down on the tensioner with one hand, and use the other to slip the belt off.
The instructions tell you to completely remove the EGR valve. Whenever I swap blowers I just unbolt it from the blower (two 10mm head bolts) and pull it away a little bit. There is a SS gasket, make sure you don't loose it. I feel this is much easier than complete removal, because the EGR tube nuts always tend to be hard to get off.
I like to just disconnect all the vacuum and electrical connections from the stock TB and elbow, and remove both the elbow and TB as one piece from the blower. You'll need an 8mm socket and a few long 1/4" extensions.
I like to just remove one side of the fuel rail and pull the other side out of the way, just be careful not to kink the crossover tube.
There is one rubber line on the back of the blower, don't forget that.
Pulling the blower off can be done by yourself, but it helps to have someone to guide you and pull anything out of the way, as the blower weighs about 40lbs. Same thing goes for installing the TVS, it’s a little heavier than the stock blower and a slightly tigether fit, so you'll want some help.
At this point I can probably swap blower in 1-1.5hrs.
The kit includes shorter bolts for mounting the EGR valve to the passenger side of the blower, make sure you use at least one of them, the bosses in the TVS are not tapped all the way through, hence the need for shorter bolts. Don't forget to put in the gasket/EGR restrictor plate.
You should assemble the CAI on the bench, then put it on the car. There are two little 8mm headed bolts that hold the MAF assembly to the heatshield. One of the ABS bracket bolts is used to hold the heat shield on the front, and a longer one is supplied. You'll re-use the stock airbox mounting bolt and rubber grommet.
Tuning:
Ford Racing includes one of their Pro-Cal PCM flashers in the kit (very basic, no screen, just buttons, like an SCT X-Cal 1). The kit can only be purchased from FRPP with the pro-cal, there is no option to remove it from the package. You have to register for the device online and then it is mailed to you with the correct calibration for your PCM PN, VIN, tire size, and axle ratio. FRPP's online registration process is a little bit quirky and may not work right with the Firefox browser. You'll need the yellow sheet that came with your blower instructions, it has a unique SN that you'll need to register. The FRPP tune is designed for a minimum of 91 octane fuel.
Look for dyno results from the TVS with the FRPP and VMP tunes in Part 2.