Lidio
New Member
I haven’t had as much time as I would like to post here and be more active but I thought I’d sit down and throw around a few words about the Trilogy blower and a pic of the latest customer’s car we did.
As many may know the Trilogy blower consists of an Eaton M-112. Jerry and his group of people have done an awesome job of engineering this kit for our beloved MM’s.
I’ve been with Jerry on this deal since its conception over a year and half ago and couldn’t be more proud to be a part of it. Jerry and his blower kit is for the most part the sole reason I bought a MM for myself, and what I can look forward to hopefully by next spring. Don’t get me wrong, I loved the car to begin with and would still have owned one I’m sure. But being in my position and the demand’s I have for over all performance… it’s the combination of the MM to begin with and the Trilogy blower that really brings it all together for me.
Jerry and his guys have made some revisions to the kit in the last couple of months which include a production Ford intercooler reservoir and a final version of the inlet elbow that’s now cast and coated instead of hand made and polished. It truly looks production now.
The beauty of the Eaton on these cars is not so much the horse power that it adds, but the amount of good feeling usable torque off idle all the way to 6000+ rpm’s. On average the trilogy equipped cars make about 380 to 390RWHP with the kit put on the way its intended to be at about 9.5psi of boost.
Some of Jerry’s competitors are offering Centrifugal type blowers for the MM’s. (I’m only going to say this here because in other forums it won’t fly, might not here either) I’m a big fan of Centrifugal type blower’s, always have been in the Mustang seen. But in my opinion their out of place in heavy vehicles that already lack lots of low end torque with small motors and big breathing heads.
Jerry’s blower can be put onto a MM with litterly no other changes and even though the RWHP number isn’t heroically big to some. It’s the amount of progress it makes from off-idle all the way up is where it pays off.
While the centrifugals are waiting to slowly spool and make boost linier to RPM. The Eaton is already cranking hard in the: low-mid… mid… and upper mid-range. This is why Jerry’s kit doesn’t require a loose torque converter, and overly big gears in the rear axle. Granted bigger gears in the rear do enhance the Eaton’s performance and probably a slightly looser torque converter would help too… They are not at all required with the type of stump pulling low end grunt these make with the Trilogy blower on them.
And not to get to technical but by having the MASS-Air meter placed in the boosted side of the blower, (which some of the centrifugal guys do) this can lead to drivability problems as well. They don’t always have drivability problems at first but eventually little drivability stuff comes out when you get past a hasty “WOT only test drive” in one with a blow-thru MAF.
Loose converters with big gears in the rear start to make these cars more of a “race car” then a refined well balanced adult like performance car. Loose converters can also make a car with the lock-up feature seem clunky under certain conditions because of the amount of slippage that needs to be locked or controlled when the EEC-5 tries to lock-up when required.
Also there are many out there that believe the bigger is better theory when it comes to exhaust too. There’s a reason that the MM’s exhaust is little and restrictive.
Back pressure makes low end torque. Most don’t want to hear this but why else would Ford make a good chunk of the MM’s exhaust 2” not 2 1/4'” like all the other 4.6L equipped performance cars. It’s because some back pressure helps produce low and mid range grunt by not over scavenging during the exhaust stroke/overlap period and taking some of the intake charge with it and not filing the cylinder as efficiently.
When you go from the stock exhaust in a MM and go right to a full 2.5” system… yes it will pick up some HP at the high peak RPMs but typically there is a very noticeable amount of throttle response and grunt lost in the low and mid area. This isn’t usually talked about because it can only be felt and measured by your ass in the seat and most dyno operators dyno cars in third gear from 3000rpm and up so you don’t see the problem that happens with the torque from off idle to about 3000rpm’s.
When the ’96 mustang first came out with 4.6L 2-valve… it had six catalytic converters and a full 2 ¼” exhaust. We knew lots of people who ran off and put full 2.5” systems on those cars w/o cats and immediately complain that the car felt slower and would then proceed to go back to the stock H-pipe and all its cats. We instead offered a custom 2 ¼” H-pipe with two cats and found it to be a good blend of not to restrictive and still added some good HP’s up top and didn’t kill all the low end torque. While the rest of the world produced 2.5” H and X pipes only.
Sorry about all the rant…
Any questions about the Trilogy kit can be handled by Trilogy or my self by calling our shop.
Thanks
As many may know the Trilogy blower consists of an Eaton M-112. Jerry and his group of people have done an awesome job of engineering this kit for our beloved MM’s.
I’ve been with Jerry on this deal since its conception over a year and half ago and couldn’t be more proud to be a part of it. Jerry and his blower kit is for the most part the sole reason I bought a MM for myself, and what I can look forward to hopefully by next spring. Don’t get me wrong, I loved the car to begin with and would still have owned one I’m sure. But being in my position and the demand’s I have for over all performance… it’s the combination of the MM to begin with and the Trilogy blower that really brings it all together for me.
Jerry and his guys have made some revisions to the kit in the last couple of months which include a production Ford intercooler reservoir and a final version of the inlet elbow that’s now cast and coated instead of hand made and polished. It truly looks production now.
The beauty of the Eaton on these cars is not so much the horse power that it adds, but the amount of good feeling usable torque off idle all the way to 6000+ rpm’s. On average the trilogy equipped cars make about 380 to 390RWHP with the kit put on the way its intended to be at about 9.5psi of boost.
Some of Jerry’s competitors are offering Centrifugal type blowers for the MM’s. (I’m only going to say this here because in other forums it won’t fly, might not here either) I’m a big fan of Centrifugal type blower’s, always have been in the Mustang seen. But in my opinion their out of place in heavy vehicles that already lack lots of low end torque with small motors and big breathing heads.
Jerry’s blower can be put onto a MM with litterly no other changes and even though the RWHP number isn’t heroically big to some. It’s the amount of progress it makes from off-idle all the way up is where it pays off.
While the centrifugals are waiting to slowly spool and make boost linier to RPM. The Eaton is already cranking hard in the: low-mid… mid… and upper mid-range. This is why Jerry’s kit doesn’t require a loose torque converter, and overly big gears in the rear axle. Granted bigger gears in the rear do enhance the Eaton’s performance and probably a slightly looser torque converter would help too… They are not at all required with the type of stump pulling low end grunt these make with the Trilogy blower on them.
And not to get to technical but by having the MASS-Air meter placed in the boosted side of the blower, (which some of the centrifugal guys do) this can lead to drivability problems as well. They don’t always have drivability problems at first but eventually little drivability stuff comes out when you get past a hasty “WOT only test drive” in one with a blow-thru MAF.
Loose converters with big gears in the rear start to make these cars more of a “race car” then a refined well balanced adult like performance car. Loose converters can also make a car with the lock-up feature seem clunky under certain conditions because of the amount of slippage that needs to be locked or controlled when the EEC-5 tries to lock-up when required.
Also there are many out there that believe the bigger is better theory when it comes to exhaust too. There’s a reason that the MM’s exhaust is little and restrictive.
Back pressure makes low end torque. Most don’t want to hear this but why else would Ford make a good chunk of the MM’s exhaust 2” not 2 1/4'” like all the other 4.6L equipped performance cars. It’s because some back pressure helps produce low and mid range grunt by not over scavenging during the exhaust stroke/overlap period and taking some of the intake charge with it and not filing the cylinder as efficiently.
When you go from the stock exhaust in a MM and go right to a full 2.5” system… yes it will pick up some HP at the high peak RPMs but typically there is a very noticeable amount of throttle response and grunt lost in the low and mid area. This isn’t usually talked about because it can only be felt and measured by your ass in the seat and most dyno operators dyno cars in third gear from 3000rpm and up so you don’t see the problem that happens with the torque from off idle to about 3000rpm’s.
When the ’96 mustang first came out with 4.6L 2-valve… it had six catalytic converters and a full 2 ¼” exhaust. We knew lots of people who ran off and put full 2.5” systems on those cars w/o cats and immediately complain that the car felt slower and would then proceed to go back to the stock H-pipe and all its cats. We instead offered a custom 2 ¼” H-pipe with two cats and found it to be a good blend of not to restrictive and still added some good HP’s up top and didn’t kill all the low end torque. While the rest of the world produced 2.5” H and X pipes only.
Sorry about all the rant…
Any questions about the Trilogy kit can be handled by Trilogy or my self by calling our shop.
Thanks
