Tech: VMP Gen2 vs. Trinity TVS Test

VMP Gen2 vs Trinity Featured

The Trinity Killer

VMP’s Gen2 supercharger takes TVS technology a huge step beyond its rival

By Steve Turner

Anyone that’s a fan of Ford performance knows that 5.8-liter V-8 engine powering the 2013-2014 Shelby GT500 carried the internal codename Trinity. This engine expounded and improved upon the vaunted 5.4-liter Condor engine that propelled the preceding 2007-2012 GT500s. Of course with the demands of a larger engine, Ford SVT also called for a larger more efficient supercharger to boost the Trinity engine.

This is the showdown we’ve all been waiting for, the VMP Gen2 2.3-liter TVS taking on the Trinity 5.8-spec factory TVS. The Gen2 flows 8 percent more air than then Trinity TVS, but now it’s time to see how that additional flow equates to horsepower.
This is the showdown we’ve all been waiting for, the VMP Gen2 2.3-liter TVS taking on the Trinity 5.8-spec factory TVS. The Gen2 flows 8 percent more air than then Trinity TVS, but now it’s time to see how that additional flow equates to horsepower.

Obviously fans of the reliable Eaton supercharger family, SVT engineers didn’t just grab an off-the-shelf unit for this job. Proven as an aftermarket option from Ford Racing, the 2.3-liter Eaton Twin Vortices Series supercharger was the natural choice to top Trinity’s more efficient intercooler core. While the proven 2.3 TVS rotor pack remained the heartbeat of this unit, the housing was refined for improved airflow to feed the 5.8.

A direct-replacement for the factory M122 Roots blowers on the earlier GT500s, the Trinity TVS became a popular starting point for aftermarket modders. It also became a clear competitor to VMP Tuning’s own version of the original TVS, which featured a pre-ported housing to maximize the flow coming from VMP’s bolt-on high-flow inlet elbow.

Sporting a completely redesigned air inlet, the VMP Gen2 is available for $2,999 with the pulley of your choice. It can also be had as part of more inclusive packages that include all the necessary supporting mods like tuning, a VMP TwinJet 67mm throttle body, and larger fuel injectors.
Sporting a completely redesigned air inlet, the VMP Gen2 is available for $2,999 with the pulley of your choice. It can also be had as part of more inclusive packages that include all the necessary supporting mods like tuning, a VMP TwinJet 67mm throttle body, and larger fuel injectors.

“…It seemed like the time to go back and re-tool the GT500 head unit with all that we learned over the years,” VMP main man Justin Starkey told us. “You rarely get a chance to do something over, but it seemed like a no-brainer since the factory TVS on ’13-’14 GT500s had raised the bar considerably…”

Putting the Gen2 to the test required a worthy test subject, and that came in the form of the 2014 Shelby GT500 owned by NFL Tight End Tom Crabtree. He had played for the Green Bay Packers and most recently the Tampa Bay Buccaneers. While in Florida he became a VMP customer and modded his GT500 with several VMP upgrades and a JLT Performance Big Air CAI, making it a superb candidate for a blower upgrade.

“Tom is a good customer and is always looking to be on the cutting edge,” Justin said. “He already had our Stage 4 kit, but wanted more, so long-tubes, a 10-percent-overdriven lower pulley, and the new blower were natural steps forward for him.”

This shot tells you all you need to know about the VMP Gen2 TVS. Well, all you need to know if you’ve already read our first installment on this blower. As you can see here the inlet has an integral throttle body elbow and it has been completely reshaped and enlarged to improve airflow to the proven 2.3-liter TVS rotor pack.
This shot tells you all you need to know about the VMP Gen2 TVS. Well, all you need to know if you’ve already read our first installment on this blower. As you can see here the inlet has an integral throttle body elbow and it has been completely reshaped and enlarged to improve airflow to the proven 2.3-liter TVS rotor pack.

We were on hand to watch the blower swap and initial testing of the VMP Gen2 on Tom’s GT500. Much like Dexter’s nemesis Arthur Mitchell, a.k.a. The Trinity Killer, the VMP Gen2 has indeed outdone its more conservative rival.

“The TVS has always been known for torque but to gain horsepower and torque with the same pulley is just awesome. It shows the hard work we put into the design paid off,” Justin said. “We expected great horsepower gains from the improved flow, we did not expect such great torque gains. However, the way the rotor tips are exposed and unshrouded in the new housing lets it make power everywhere.”

While the pump gas gains were quite impressive, it’s quite common for tuners to take TVS combos even farther. To see how the Gen2 responded with better fuel, Justin ramped up Tom’s combo with Gulf’s Mach 116 street fuel and E85 fed by Injector Dynamics ID1000 squirters (PN ID1000; $960). With better fuel and a more aggressive tune, the Gen2 combo responded with massive power.

Already pushing the stock blower combination to impressive numbers, Tom Crabtree’s 2014 Shelby GT500 proved the ideal test bed for the Gen2 TVS on a Trinity engine. Tom’s ride had already been upgraded with a VMP TwinJet 67mm throttle body; a VMP 2.4-inch blower pulley; a 10-percent-overdriven crank damper; Dynatech long-tube headers; and a pair of VMP fuel pump voltage boosters. It was ready to rock.
Already pushing the stock blower combination to impressive numbers, Tom Crabtree’s 2014 Shelby GT500 proved the ideal test bed for the Gen2 TVS on a Trinity engine. Tom’s ride had already been upgraded with a VMP TwinJet 67mm throttle body; a VMP 2.4-inch blower pulley; a 10-percent-overdriven crank damper; Dynatech long-tube headers; and a pair of VMP fuel pump voltage boosters. It was ready to rock.

“We upgraded the injectors to support the 30- to 40-percent increase in fuel flow needed for E85 and used the latest ID1000 values. We added timing, changed the stoich point, and did a few other things to keep the car happy with its new fuel,” Justin explained. “A two-minute re-flash with the SCT tuner is required. However, with the widebands in ’11 up vehicles, if you end up with E75 or have some pump gas left in the tank its going to automatically compensate.”

The Gen2 TVS-boosted 5.8-liter combo definitely responded to the better fuel and more aggressive tuning. However, even on pump gas the gains were impressive. Keep reading to see how the Gen2 stacks up to the factory Trinity supercharger using all three fuels.

Removing the fuel rails is not necessary for a straight blower swap, but Justin had big plans for Tom’s car, so a new set of fuel injectors was in order to support the extra fuel flow required.
Removing the fuel rails is not necessary for a straight blower swap, but Justin had big plans for Tom’s car, so a new set of fuel injectors was in order to support the extra fuel flow required.

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8 thoughts on “Tech: VMP Gen2 vs. Trinity TVS Test”

  1. VMP is killing it with their new designs.

    The Gen 2 is tough for sure, the E85 really makes a huge difference between the Gulf 116, that graph is excellent info between the fuels.

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