Hi all,

I know VAP has put a lot of time and effort into their new package (bigger blower, water-meth, intake), and have fitted a handful of cars, but can anyone here speak to the results? Specifically, times (0-60, 1/4 mile, trap speed) and overall experience. I am not a first mover on these things and like to see how others find the product before I pull trigger myself…and I really want to pull the trigger, but data and first-hand insights would be great before committing the big coin. Last I heard, the new package had yet to be installed on an AWD. For reference, I have a ‘17 FTR.

 

Happen to be online during my personal time (VAP is closed until January 5th for the holidays). Email me at scott@velocityap.com and I can provide some details to you when I get back in the office. We have installed this on multiple AWD vehicles.

 

No subjective data, yet, but objectively it pulls much harder up top. It’s a very noticeable difference compared to dual pulleys which surprised me.

Would 100% recommend it.

 

Thanks, Obi - are you an AWD? Any Dragy or track runs?

 

yes i would like to see some 0-60 and 1/4 mile times

 

AWD, no objective data, yet. Will dragy at some point

Personally I stopped worrying about numbers. This isn’t the fastest platform. But, if I had to estimate, I’d say mid 10s with standard off the shelf mods. With custom work probably low 10s with possibility of cracking 9s

 

Thanks. Mid 10s to me is 10.5 and can get 10.8-10.9 out of the stage 3 set up, down from ~11.5 stock. Was hoping for more than a few tenths with an additional ~90hp/tq over stage 3 but let’s see what VAP says.

I’m not as concerned about times either as I don’t frequent tracks but they’re the best indicator for improvement in performance outside of a simple power-to-weight ratio. For example, at 660bp and 3850 curb weight I’ve taken on (and beaten) an R8 plus but would likely struggle against a GT500. At 750 hp, I’d be at similar hp/tq to a GT500 but lighter - would be a good race.

 

We will be sharing real-world performance data, including 0–60 mph and quarter-mile results, once warmer weather returns to Canada, and we are able to reschedule track time. We initially attempted this testing last October using several in-house development vehicles, including our F-Pace running soon-to-be-released components, our XE, and the car we refer to internally as Blue Onca. Unfortunately, the test session was cut short due to a series of challenges. These included a broken axle on the F-Pace (equipped with our 2300 Series SC), followed by rain that forced an early shutdown. As a result, we were unable to get the F-Type AWD with the 2300 Series onto the track. Once conditions allow, we will return to complete testing and publish verified results.

Check out the video for some of these details here:

 

Any chance you’ll be developing a kit/package that doesn’t require the use of the meth setup?

 

I am in the process of installing the TVS2300 on my car & am not going to add the water meth. It is not worth the hassle for the type of driving I do. The car will never be tracked just some occasional spirited driving.

 

keep us posted on the install and the results!

 

The car is like 4000 lbs, and is likely going to experience airflow restrictions with the tvs2300. 10.8-10.9 is the upper echelon of stage 3s, there has been maybe like 5 F type Rs in the 10s, with the majority of cars in low 11s. Just setting realistic expectations

But out of curiosity, have you taken times with your car yet? (As well as everyone asking). Baseline (and all data really) is important to share as well, especially if you want to know the performance increase in your specific car. The more data points, the better for everyone

 

We are continually engineering and evaluating new solutions to manage intake air temperatures effectively. There are numerous approaches available, water-methanol injection, upgraded charge coolers, higher-capacity water pumps, chiller kits, divorced coolant circuits, and auxiliary radiators, to name a few. Each option brings its own benefits and compromises.

Our development process goes far beyond simply offering existing products. We take a holistic view of the entire system: what solutions already exist, what can realistically be packaged within the vehicle, what can be calibrated correctly, and most importantly, what is safe, reliable, and repeatable. We also evaluate how each component interacts with the rest of the platform, whether it genuinely improves overall performance or introduces new limitations, and whether it delivers meaningful value for the end customer.

Every solution must make sense not only from an engineering standpoint, but also from a practical and financial one. If it cannot be installed properly, calibrated safely, or justified in terms of cost versus benefit, it does not meet our standards, regardless of how appealing it may look on paper.

With that said, we are currently testing a number of different solutions to continue to help with reducing intake temps. Nothing we are prepared to discuss now, but it is on our roadmap.

 

Maybe I should ask a different way; It's been 14 years since I had an engine airflow class, but if memory serves, the higher capacity blower would reduce AITs post compression given the same boost pressure vs. the 1900 unit, especially as we approach higher pressure... the 1900 unit is basically outside of its efficiency range with dual pulleys, correct?

Given this understanding, would you be able to offer a 2300 package with some boost in performance; whether that be increased power OR reduced propensity for heat soak/de-rate during track events that didn't require meth injection? I understand you wouldn't match the overall performance/power output of the current package, but an overall improvement over the 1900 without the need for a meth package is very desirable. I am sure I'm not the only one who doesn't want to deal with filling a tank regularly, or worrying about the risks associated with running the meth tank dry during hard driving.

 

I know they are the least friendly from a practicality standpoint, but how were the results on the killer chiller setup? I set one up on a buddy's TRX locally, truck made over 1000whp on the full mod setup, and seeing the IATs below 50F in the south FL heat was really something. It is a pain to deal with for sure and has downsides, but it can't be matched by any other setup in the real world.

 

I would definitely be interested in isolating the supercharger cooling system as well as increasing the volume with a remote tank. If you add a larger radiator & a second pump that should help. I ran this setup on my XKR & just don't have the resources to fabricate one for the F-Type.

 

The challenge with the 2300 is that the screws are longer. Yes, it can produce the same boost at lower speeds than a 1900 so there's a theoretical temperature benefit to that, but it's somewhat offset by the length. FWIW, I drive fairly aggressively, and in street driving of our FPace SVR, you barely see the tank move. We have set to inject at 6psi of boost. On the race track, you'll need to fill up regularly, but on the street, even what people think is 'aggressive' driving, really takes some time to run down a tank, with the tank size we're using.

You can run a 2300 without water meth injection, I've driven that and it's fairly noticeable, but in terms of ultimate performance - unless you have additional charge cooling it will not make peak power for very long.

 

heat is generated by internal resistance the harder it is to push air the more heat it dosent matter what size blower you have here's an example take a 12v air compressor and plug the end with your finger it's going to generate heat very wick even melt the hose the take your finger off the compressor hose an let the air flow it will run hours without overheating. The problem here is alot of us only think in performance parts pulleys tunes never think on supporting medications. Number 1 thing to do when targeting hp is to upgrade the exhaust larger diameter pipes catless, and headers you should look up on Google how small the manifolds are in these engines is a joke doing that is going to massively drop intake temps and boost. 2nd these engines can only hold about half a gallon inside the supercharger cooling system very small amount it will get hot very quick that will get you high aits you need to expand the cooling system more water atleast a 1.5gal capacity the more water the longer it takes to heat up and the faster it cools down. These cars are build to last along time at the stock hp and most importantly emissions. So dosent matter which size blower you get you are just wasting your time and money without doing these 2 things the stock blower can make over 900hp some very full effort builds have reach 1000hp the efficiency range in these blowers is measured by pressure not rpm i can have 1 blower pushing 20psi at 15,000 and another same size lower pushing 15psi at 20krpms the 20krpm blower is flowing alot more air because is spinning fasters but at the same time is running more efficient 15psi less boost less heat. So at the end it all comes down to the time of engine you are modifying the aj133 flows decently well in opinion cooling capacity is what I recommend to everyone. Here's a trick you can do to see how important more water capacity is in plug your supercharger water pump when the engine is cold and driver kt for 15min dont give it any boost just cruise normally and then look at your intake temps shut up to 200+f while driving normally 😂 thats how important water cooling is people dont run massive 5gal water intakes just for fun it has a purpose

 

I’ve seen in this forum that the AWD FTR is about 3950, and I’m closer to 3900 with VAP’s 2-piece rotors. I’m assuming it’s 3850 once you add the 200 cell cats/downpipes and CF intake required by VAP for the TVS2300.

10.8-10.9 is based on others’ times, including VAP’s, with the same Stage 3 set-up, less the 2-piece rotors (to my knowledge). I’ll never know if it’s 10s because I’ve been based in Colorado since going from Stage 2 to 3 and adding rotors/TCU tune. I’m definitely not your guy for baseline data lol. My best 0-60 (sea level) was 3.3 seconds (done multiple times) at Stage 2 (no rotors or TCU tune) using Dragy on an unprepped surface - that’s really the only “official” time I have.

My curiosity around times is as a means to compare changes in the car’s performance and performance relative to other cars. If VAP, who ran a 10.9 at Stage 3, tells me this package (+cams!) takes it into the low 10s, that’s surely impressive, and not too far off a 911 turbo s, which is absurd. Especially given the 911 makes up most of its time 0-60, so 60-130 in the Jag would likely be terrifying - I want that…take my money.

 

Once weather conditions improve in Canada and we are able to return to the track, we have an extensive testing program planned, not only on the F-Type, but on the F-Pace as well. In addition, we have recently acquired a new shop vehicle that will serve as an engineering and development platform #teaser.

Rather than engaging in debates around isolated figures, our objective is to establish a clear, repeatable baseline for a true street-driven vehicle. This includes realistic 0–60 mph and quarter-mile performance that customers can reliably expect, demonstrated across both the 1900 and 2300 supercharger configurations. These results will not be from a stripped, track-only build, but from vehicles configured the way our customers actually drive them.

That said, we also recognize that many owners make sensible weight-saving upgrades, lighter exhaust systems, reduced-mass rotors, and similar modifications. Factoring these common changes into our testing helps illustrate the range of performance the average end customer can realistically experience.

Equally important, our focus is not limited to track performance. The vast majority of our customers will never take their car to a drag strip, so the real question is what does this bring to the daily driving or weekend-warrior experience? Customers already driving our Stage 3 F-Type setups consistently remark on just how fast and responsive the car feels. That impression is only amplified when stepping into the 2300 series supercharger and further elevated with the introduction of our newly released camshafts.

When combined, upgraded camshafts, sleeves, rods, pistons, head studs, pulley systems, updated tensioners (more on that soon), and a properly developed calibration, the result is a cohesive package that delivers performance, drivability, and excitement at a level that is genuinely difficult to match.

Our goal is to create an experience that feels exceptional every time you drive the car, not just when the timing lights are on.