I am pleased to report after a few weeks of running the VAP V6 tune, that the VAP V6 tune even with the stage II (+18mm vs +10mm) lower pulley will comply with the parameters monitored by state emissions inspections (at least in 49 states). My local tuner also commented very positively on the smooth delivery of power under aggressive throttle throughout the engine speed range when he took it out for a test drive today, a quality that many tunes can't deliver if they result in significant power gains. He also proclaimed that he would recommend the VAP tune to anyone else that approached him with the 3 .0 Jag engine. High praise indeed since I have listened to him for over 10 years proclaiming how bad or fraudulent 95+% of the tuners are.


Thank you Stuart and Chris.

Good show, Velocity AP!!

+1

https://www.jaguarforums.com/forum/f-type-x152-72/rolling-road-tomorrow-today-lol-167452/#post1516871

Link in here for those following this thead. VAP software + 200 cell cats + pulley(supplied originally by Viezu) = 80BHP gain on F-Type R. Possibly another 10BHP with temperature adjustments.

Price for that?

All the parts together is $2490, but we're going to do a kit price at $2295, and with lowering springs at $2895. If you split the difference and say 85BHP gain on the 'R', that's $27/HP

Same gains on the AWD R? Very tempted to pull the trigger.

Identical. Even on the R, it's some of the least expensive HP you'll ever find.

On the 'S'... man, it's about $16/HP!!!

I'd just like to add even though i live across the pond, Stuart was a pleasure to deal with always answered emails promptly, even answering his phone whilst at the airport waiting to come over here.
Was always honest about his products which delivered exactly what they said on the tin.
Thanks Stuart and velocityAP.

V8 Power Pack is Live:
Jaguar F-Type V8S & V8R Power Pack Upgrade

Offering free shipping to CONUS/CANADA on the first 3 orders

Stuart
I love this tune. It easily outruns a Carrera 4s in the mountains. Fuel economy at 80 mph improved as well.

Stuart, V8 crank pulley please. Thanks.

640BHP is not enough for you? LOL....

Never enough. 😬

Agreed. That and headers will make me a happy man. Take my money damnit!

Well, the good news there is that my buddy decided not to go for the SVR, and he's talking about bringing the 'R' here mid-September.

The following is a question to which I am seeking validation/confirmation from those with more experience in the tuning these cars:

In following the performance tune threads here for a year or so, I have come to the conclusion - right or wrong - that doing one pulley or the other is within the realm of "safe", whatever that may mean to a given owner, but doing both pulleys may be pushing the limits of the supercharger as far as durability, due to the sizable increase in RPM's? T or F?

Further, it is my understanding that if only one pulley is going to be replaced, the Crank Pulley is the better one to upgrade, as it is less hassle to replace, and the percentage increase is greater than can be obtained with any of the upper pulley options.

I seem to recall that a Crank Pulley is quite a bit more costly than a Supercharger Pulley, but I've also read quite a few horror stories about the various techniques and mechanisms many have deployed attempting to replace the upper pulley, which may make the cost savings rather short sighted.

Is my assessment generally correct?
And if so, why are we not seeing more Crank Pulleys being upgraded than upper pulleys?


p.s. I do realize some of the achievable gains are variant specific. I own a 2015 "R", RWD.

640BHP equates to about 500AWHP. Now 640AWHP would be sweet.

I'd like to see headers too.

Answers apply to the R only.
1. False, the combination will not overdrive the R1900 beyond Eaton's recommended maximum spin for that SC.
2. True, maximum available upper pulley differential is 8.3%. Maximum lower differential is 11.8 %. And, yes, the lower pulley is much easier to replace and can be removed without destruction. The upper OEM most times cannot be salvaged.
3. When replacing the upper pulley, a smaller belt can be sourced by using a V6 OEM belt. When replacing the lower pulley, only one sided belts come in the right size, so a smooth idler pulley needs to be installed to accommodate. Adds to the materials cost (minor), but the total labor effort (and cost) is much less than swapping out the upper pulley.
4. Traditionally everyone has started by swapping out the upper pulley and that was the only pulley available until early this year. There's only one supplier I know of for the +18mm lower pulley, and VAP is sourcing it from them.

Why is the maximum lower differential 11.1%? Is there a diameter limitation because of housing constraints?

On #4, Velocity AP is developing their own in-house crank pulley....stay tuned (literally :-)