Originally Posted by Stuart@VelocityAP

The price includes the cable, so once you have completed the tuning process you can switch back & forth between the modified & original files at your own convenience. And you also don't have to email the file, the app automatically uploads it and sends us a copy, and vice versa with the tuned file.

Originally Posted by Cambo351

If you can make this happen for other Jag models, i.e. the 4.2L STR, XKR, XJR & XF you will have customers beating down your door.

Originally Posted by Cambo351

Ah so no 4.2L models....

Originally Posted by Stuart@VelocityAP

I can't really comment in actuality on a comparison to other pulleys on the market as I haven't seen them and don't know the materials or specs on them. In practice, on the 5.0L for example, I would expect them to be broadly similar, meaning that there's a safe limit for material thickness etc, that you can go to in downsizing the pulley. Once you've reached that the next step is a crank pulley which is a whole other kettle of fish because of the harmonic balancing and so on.

I'm curious how the car performs with a pulley but no tune? I would presume that it builds boost more quickly but doesn't it bleed off any excess boost beyond a certain point? If the ECU is set to limit boost at a certain level, and the pulley produces more I would think it would be a waste unless the ECU was programmed to accept higher boost levels.

The other thing I would be concerned about is knock. Again, I'm not sure here (just for reference, I am not an engineer, I'm not the brains behind the operation here at all) but typically when pressure charging an increase in boost needs to be coupled with a retardation of the ignition timing, particularly around peak torque RPM to prevent detonation. Due to not being the aforementioned Egghead, I don't know what the knock strategy looks like on the Jag computer but I would guess that it is using the borderline knock table to adjust your timing to compensate for the extra boost. Which would work to a fashion, but it would create a push/pull situation with the ECU where it is set to command a particular degree of timing advance, starts to detect knock and then backs it off.

Most of that is just conjecture, I could be talking out of my you-know-what but I would think that having the ECU set up correctly for a pulley would be beneficial for a number of reasons.

I hear you on 'claims'. It is difficult without the resources of an OEM to do the levels of testing necessary to get SUPER accurate data. I mentioned in another post that my customers have reported a range of results for the same modification on a V8 Vantage. I guess the tendency is to pick the highest result and claim that this is the absolute result, but the best way IMHO is that the more results there are out there, from different cars on different dynos in different conditons, the more you can see which results are the outliers and where the median is.

The tuning process is quite simple. The tools we use are designed to pull a copy of the file that is stored on your car's computer. So our starting point is your exact file, with all the correct VIN, Chassis, Software numbers etc. Once that file is sent to our ECU Tuning team, they custom-write each file based on the instructions they get. In practice, most of it is the same (Please give me maximum performance) but they will take into account what modifications the car has or is getting installed. For example, from our experience with Astons, a car with headers & high flow cats needs a slightly different fuel trim than a bone stock one. Some of our Aston customers request things like 'switching off' the rear O2 sensors when they fit de-cat pipes, or changing the RPM at which the exhaust valves open & close. Or we have done Valet Maps before, where there's a 3500RPM limit imposed. Stuff like that.

To do just a tune would be $845 + shipping of the cable. We might need to do a little bit of digging just to confirm the specs on the pulley you have are the same or similar to what we have worked with ourselves but it should be do-able.

Originally Posted by JagV8

Wouldn't a move to IDS/SDD with Mongoose JLR let you see whatever PIDs you like?

Originally Posted by Rakka

Yes, it would certainly provide better monitoring. If you'd like to talk about it, i can spin off a new thread. I don't want to hijack this thread.

Originally Posted by Stuart@VelocityAP

These are what we have available at the moment, so STR looks like a no, but XKR, XJ SC, XF-R all do-able.

· F
o 3.0 V6 250KW MED17.8.3
o 3.0 S V6 280KW MED17.8.3
o 5.0 S V8 364KW MED17.8.3
· XF
o 2.2 D 120KW EDC17CP42
o 5.0 V8 283KW DENSO
o 3.0 S/C V6 250KW MED17.8.3
o 2.2 D 147KW EDC17CP42
o R 5.0 V8 375KW DENSO
· XF SPORTBRAKE
o 2.2 D 120KW EDC17CP42
o 2.2 D 147KW EDC17CP42
· XJ
o 5.0 V8 283KW DENSO
o 5.0 S/C V8 375KW MED17.8.3
o SUPERCHARGED 5.0 V8 375KW DENSO
o 3.0 S/C V6 250KW MED17.8.3
· XK
o R 5.0 S/C V8 375KW MED17.8.3
o R 5.0 V8 375KW DENSO
o RS 5.0 S/C V8 405KW MED17.8.3
o 5.0 V8 283KW DENSO

Originally Posted by JgaXkr

Are these your own custom tunes or ones that you get from someone? The list looks just like the ones I purchase thru another company.

Originally Posted by WRXtranceformed

Sounds amazing. I am still debating on pulling the trigger on your tune after I take my wife to Charleston for her birthday. Mostly because Charleston is freakin expensive!

You said there are no available dyno results for the 5.0SC motor? I would be willing to do before / after baselines if I do snag a tune from you all.

Originally Posted by Cambo351

I doubt that very much, have you got any hard data to back this claim up?

EDIT

Never mind, I found out for myself.

The AJ126 V6 block is externally the same dimensions as the AJ133 V8 block, however the casting internally is different.

There are no "blanked off cylinders" it is cast with six cylinder bores. But yes the V6 is physically the same size as the V8.

Jaguar's 3 series fighter to get the F-Type's V6?

Originally Posted by yidal8

not clear: do you offer tune and/or pulley upgrade for the 3.0 SC?