800BHP Barrier Broken!

We promised you big things in store for 2026, and we’re coming out of the gate hot. For some time now we’ve been testing & tuning some new products behind the scenes for the 5.0L Supercharged JLR platform engines. Our Harrop 2300 Kit releases for F-Pace SVR & F-Type have been well received and for those who demand even more, this is where the next chapter begins.

Our Billet Camshaft set has been designed to optimize camshaft lift and duration for increased flow and power levels, unlocking power levels the stock components simply cannot achieve. However, these cams do not produce significant power on their own; our proprietary complimentary ECU calibration changes are required to unlock the additional potential.

+60BHP Peak Power
+10BHP Peak Torque (+20-30ft/lbs through power band)

This a fundamental step forward for high-output JLR builds targeting the 800+ BHP threshold.

Limited quantities are in stock & ready for immediate shipment.

https://www.velocityap.com/product/h...eid=66509f0b99

 

YOUTUBE VIDEO LINK:

 

Fantastic work!

 

Hello Scott,

When I reviewed the Torque and Power plots associated with the new billet camshaft I see the following: Increased torque with the new camshaft above 3600rpm. However, I also see that this comes with a significant trade off loss of 80 DJWhTq torque in most of the the 2700 - 3800 rpm range. Usually that's a trade off that's inevitable when increasing valve duration and/or overlap. Where a driver would experience this is very much an everyday driving range and where I prefer to see a nice fat torque curve and feel it in my seat pants. Obviously in this application to max out a highly modified SVR to gain extra hp even with this torque loss in the lower rpm range it's still not going to be lacking grunt in everyday easy driving! Did I construe this graph correctly and would you care to comment. PS. keep up the great work!

 

Hi Simon,

Just a subtlety to running a dyno. There is actually a fair amount of skill & experience required to 'drive' the car on the dyno. Particularly on a forced induction application. The dyno is applying resistance against the rollers, and will hold the car back from starting the test. To start the test you need a reasonable amount of load providing some resistance against the rollers. If you're way off the throttle, start the test and try to mash it, you'll see a dip due to not having enough load. Conversely, if you apply too much throttle and generate too much load against the rollers (again, with forced induction this is even more critical, because the SC will start closing the bypass to generate boost or a turbo will start closing the wastegate, and allowing timing advance if load is sufficient) and then start the test you have an unrealistic amount of load built up. The load level is too high, wouldn't be present under those conditions on the road and it will spike torque.

Further complicating things with JLR is that there is a kickdown switch under the pedal. So if you are the dyno operator and trying to get some load (but not too much) on the pedal, hit the button to start the test and release the rollers from holding the car back at the RPM you have selected, and floor the throttle just at the right moment without activating the kickdown switch...... I think you get it. For that reason, if you're looking at the start of a test on a loading dyno, generally the first few hundred RPM you can disregard in terms of providing a comparison.

Here's a good example to illustrate the point. Disregard the power numbers in comparison to the Cam output, these are just a set of graphs I found from when we were testing some other stage of tune on the 1900 supercharger on a different vehicle. You can see clearly that there is a large torque spike at the beginning of the graph on one of the runs. That isn't real. Or at least, it isn't real in the sense that this isn't what the torque output would do on the road in real world conditions unless you were brake boosting the car while rolling. What's happened there is the opposite of what you're observing in our 800BHP graphs, ie - the operator has applied too much initial throttle while holding the rollers on the eddy brake, and when they release the rollers to start the test it's spiking the torque measurement due to excess load. Soon as the rollers start to accelerate that torque spike goes away.

So really when you're looking at a dyno graph you want to disregard the first few tenths of a second until you get the car accelerating under even load and under WOT. What you're looking at below is two close time proximity runs of the same calibration & hardware on the same car.

 

I should add that this is also showing from 2700-3300, not 3800. And that to a large degree on modern engines like this, the disadvantages of more aggressive cam profiles are mitigated by the ability to control cam advance, which is why even on a stock cam you can have something that's fairly agressive at higher RPM, without having it idle like a cammed big block!

 

What's the torque rating on the transmission? Can you run 800WHP through a stock tranny? I thought I had read that it was in the low 700ft/lb range, but not sure about that.

 

ZF8 platform is known for being robust and capable of significantly exceeding its stock ratings. There are also companies out there that specialize in building these transmissions as well. This is not an endorsement, but here is one such example: https://www.puredrivetrainsolutions.com/

 

Thanks for the response. I was guessing that the crazy popularity of the ZF8 meant that there were lots of upgrade options out there.

Do you have any guidelines or recommendations as to at what torque output a tranny upgrade is suggested? I understand that there isn't a hardline that if you exceed the rating by one TQ, your tranny blows up.

As a new F-Type owner, I'm just trying to get me head around what the options are. I think I have an independent shop not far from me that will install your products, which I've been looking into since I started considering an F-Type.

 

The ZF is a very stout unit and the 8HP95 in the supercharged JLR products is very strong, factory rated for 950Nm (that's the 95 in the designation), but there are plenty out there exceeding that by a LOT and holding up. High power dodge guys abuse these hard in the hellcats and other cars and they live fine. Also seen modded Audi/Lambo products with it with well over 800hp and never a mechanical trans failure from the power.

In my S4, there are guys running 700hp through a much lower rated 8HP55 without issues, blowing engines up before transmissions. It would be my last concern if the fluid is kept in decent shape. Maybe add an extra cooler if abusing the car very hard. Fluid temps are the most dangerous thing to the trans, over just more power.

 

Wow, I had know idea it was rated that high. Thanks for letting me know.

 

I may have mis-spoke, I went to pull up anything fun I could find in the WSM, and they all show it as an 8HP70, so 700Nm, not the 95 like I thought. I may just have my info crossed but I was sure the big V8 supercharged cars had the 95 in them. Either way, in a light F-type I would not be afraid of it.

 

Got it, thanks for the correction. I'll keep digging, as well.

 

For clarification, we do not know whether you can run 800WHP through this transmission. Our figures are quoted as BHP, at the crank. This car is putting down a little over 670WHP. And yes, these transmissions are very strong, we've been testing in the 750-800BHP range for some time, and have thousands of customers in the 650+ range without ever hearing of any issues. If you look at some US domestic applications like Dodge, people are running some very high BHP levels and breaking other things long before the transmission becomes a weak link.

 

Good discussion in this thread about the particiular ZF application. It's worth noting - the comments are true, they have held up in high HP applications. How ZF tests these and rates these is at near end of service life, so it's expected you can run them beyond rating when newer. There's no free lunch, so reliability is impacted - but catastrophe doesn't seem to strike above their ratings when the health of the car is good.

Exciting product release from VAP!