What I'm amazed is your analogy of the data in last few posts. Yet you still seem to interpret something else entire, about this magical power drop somehow related to oil viscosity.
Guess an old phrase is valid in this case. "You can lead a horse to water, but can't make the horse drink it." Too each their own..

Zero offense taken, your open to whatever opinions and product believes.

 

Np, good luck with your double pulley integration. That makes VAP unique. I would offer to buy a VAP tune and a crank pulley to get a comparison between RC and SC pulley on the same dyno, but I still have 1/2 a year of warranty on the 2014. Good Jaguar! Plus, I'm not about to put that water I'm not drinking in the ol' oil pan.

 

Corollary:
You can lead a horticulture, but you can’t make her think.

 

Axiom:
Ignoring every sports car manufacturer in the world, makes a lot of superchargers clink.

 

I expect the "thermal inertia" (I prefer the term "heat capacity" but that's my scientific training) difference between the two grades of oil is a fraction of a percent. Post hoc ergo propter hoc? Uncontrolled variables? Grasping at straws?

 

How do you explain this?

And when was our engine designed? For 0W-20? Nah.

Even Jag oil spec says Ford "Fuel Saver." If there is no downside to minimizing EPA fleet mpg fines, please return to question 1.

 

Here is the difference in oil viscosity. Note the standards let manufactures put two different labels on the same oil and still meet specs. The first paragraph is important for performance tuning.


It is good to know Jag has your back when cranking in -40 degree temperatures.

 

I've been following this discussion for a couple of days now. In actuality, I'm learning quite a bit about the car just from reading and then doing my own research.

 

You don't seem to understand that heat capacity is not the same as viscosity. This is off topic here, so I'll refrain from further comment on this subject.

 

Is there a downside to going for the VAP crank pulley + tune kit instead of just the tune (except for the cost), or only the upside of more power?

I mean, does the weight of the pulley have any effect on throttle response for example? Or is there a risk for overheating? Is there a trade-off of *any* kind, or is the pulley + tune combo just better?

 

Stuart,

Question, companies like LISTER, ARDEN have cooling upgrades for the additional heat caused by installing a 11.5% overdrive pulley. Do you offer a cooling upgrade? In your opinion does the added heat keep the F-Type R from showing consistent power gains from the pulley or does timing get pulled at some point when driving hard?

Thank you,
SS

 

More speeding tickets?

 

So the pulley really isn't any heavier than the OEM. I'd have to double check our weights to confirm exactly but I've picked up OEM and our pulleys hundreds of times and there's not really any weight difference that you'd be able to gauge just by picking them up. The throttle response with the pulley is much quicker, because you're making more boost all the way through the RPM range so the crank pulley makes it much more immediate.

 

Your question is a good one.

For reference, here is the only Lister 2016 R on Dragy. Two things jump out: one, not a super fast run for an R, two, he obviously tried to cheat. Its disappointing Dragy algorithms verified this run allowing it to be uploaded. OTOH Dragy is the standard because you can still ID most cheats.

 

We have something in the works. Our concern with simply adding a thicker heat exchanger is that it doesn't necessarily produce the cooling results anticipated. Imagine a really thick intercooler - like comically thick. At some point, the air flowing through the cooler has already achieved the maximum amount of heat exchange and is no longer able to absorb any heat from the cooler. Basically by the time it gets part of the way through the cooler it's already heated up so much that it can't make any difference.

Our system is a little different.

That being said, absolutely you can achieve plenty of power gains without pulling torque demand or timing. We were able to run both pulleys on the dyno and get full pulls without seeing any limitations. That's on a dyno where, really unless it's in a wind tunnel you're never going to see the kind of airflow you will if you're actually going 150MPH+. So really it probably depends what you mean by 'driving hard'. A spirited blast on the road, a 1/4 Mile, I don't think you would be very likely to start seeing limitation. 30 minute track session in the hands of a good driver, in 90 degree summer heat? Absolutely you will.

That said, more cooling is always good!

 

Stuart, I'm curious about the Overboost limits Chris mentioned earlier in this thread.

Does that mean the ECU will open the internal bypass valve earlier after back to back runs, regardless of improved cooling? Or do we only get 10 seconds of maximum boost during every run?
​

 

Thank you Stuart.

Will order one then.

 

Mr. Stuart, I appreciate the excellent answer to my question!

Here is the dyno graph from your website for the pulley and tune. What is happening between 5500 rpm and redline with the torque curve?



Thank you!

 

Do you have any other data, besides the dyno graph? We could speculate, but without logs it is just speculation.

 

The May 1 release of the GF-6 standard for 0W-20 and 5W-20 says heavy engine wear is happening. No speculation required.

This is not unique to VAP, the OEM tune pulls timing in the upper HP band too.

Avoid a designated fuel saver oil for peformance engines. AFAICT Jag is the only high output boosted engine in the world today recommending Ford's Fuel Saver spec of 0W/5W-20, all other performance makes recommend 0W/5W/10W SAE 40 to SAE 60. Do your own research, make your own decision.