I'm looking to buy a VMP supercharger next month (once the Black Friday deals come out). I am undecided between the Gen 2R and the Gen 3. The car has a stock bottom end, transmission, rear end, etc. The car has suspension work and bolt-ons. I'm looking for whichever will give the more reliable setup. I've been told the bottom end is only good for 600-650rwhp and I have no plans to build the engine. Which option should I go with? I don't mind spending the extra money on the Gen 3 if it will allow for more hp at lower boost, safely. Are there any other supporting mods that are strongly recommended for the 600-650rwhp range? OPG's, driveshaft, clutch? The car is a 2014 GT with 26k miles. Finally, I've been told VMP cannot tune/turn off the rear o2 sensors for an o/r mid pipe so I'm considering putting the cats back on with a Borla catback to avoid a check engine light. How much will this actually affect performance? Any advice is appreciated.
VMP Gen 2R vs VMP Gen 3 for a 2014 Mustang
- Thread starter tigerfan2771
- Start date
gen2 r will be more than adequate- keep the off road x and go with a different tuner that will turn off the rear o2's - run e 85 if a fuel system is in the budget- then you wont have the stink of pump gas with no cats.
If you're keeping the bottom end & the rest of the drive train stock, you'll make all the power you can safely use with almost any choice out there. I have also have a 2014 with about 26,000 on all stock drive train. So far I've been perfectly happy with a Roush 2.3 TVS (same as VMP's first gen) I didn't know it at the time, but now that I've gone back in and changed injectors for E85, I'm not a big fan of the integrated elbow for lower power (stock) applications like ours. Great for more power and efficiency if you can use it but, if you don't need it it's just in the way for accessing fuel rail & injectors later. 5 min. to remove elbow vs. pulling the whole blower off for access.
I did, and would recommend doing OPG's & Crank Sprocket for peace of mind.
An expensive fuel system is not required for E85, I had Shaun at AED tune me for E with a JMS BAP and ID1050's in an otherwise stock fuel system and have had no problems yet. 635RWHP 570TQ, if I want more power I'll need to build a motor.
I did, and would recommend doing OPG's & Crank Sprocket for peace of mind.
An expensive fuel system is not required for E85, I had Shaun at AED tune me for E with a JMS BAP and ID1050's in an otherwise stock fuel system and have had no problems yet. 635RWHP 570TQ, if I want more power I'll need to build a motor.
Last edited:
If I go with the VMP Gen 2R, would there be any recommendation to upgrade the injectors and throttle body that come with the kit? In addition, at what point would i need to add a bap? Those three options come with the Gen 3 already, making it the cheaper option in the long run.
I'd go with a gen2r, it makes more than enough power to scatter a gen 1 block. I'm running a gen2r tuned by AED and the car rips on a 82mm pulley. As stated above you can run e85 on the stock fuel pump with a jms booster. However, even on 93 pump gas the car is still no joke. Mine went 10.5@133 on pump gas, hope to get out to track to see what it does on e85.
A gen2r with a good air Intake, headers, and throttle body will make 625-650 on a 82mm pulley on pump 93. On the same set up you can easily make close to 700 on e85 but this is pushing the stock block close to the edge.
Sent from my Moto Z (2) using Tapatalk
A gen2r with a good air Intake, headers, and throttle body will make 625-650 on a 82mm pulley on pump 93. On the same set up you can easily make close to 700 on e85 but this is pushing the stock block close to the edge.
Sent from my Moto Z (2) using Tapatalk
A few more questions regarding the gen2r... How necessary are the headers? Between the price of the headers/mid pipe and the install, they don't seem like a good bang for the buck. Should i upgrade to the vmp twinjet 67mm tb or stick with the ford 60mm twin? Finally, is the dual fan triple pass heat exchanger a recommended add on? Or is the standard single pass heat exchanger sufficient?
Any recommended mods would be dependent on specific goals/level of satisfaction you might develop. And if your goal changes, your tuner may recommend specific parts. I never planned to go E85 but now I've changed injectors 3 times and my BAP twice because I upped my goal, then had heat issues on long road course events. I actually went E85 for cooling more than power... but I'll take it
I‘ve asked myself this question few months ago. I’ve decided to go with the Gen2R. Reason was easy: I want to stay with all stock (except my GT500 Axlebacks) and get close to the 700 whp on 102 octane fuel. I don’t want to go much higher. So I ordered the Gen2R with a 79mm pulley and hope to reach the goal as “cheap” as possible. If the engine blows one day, I finally can swap a Gen2 Coyote
So I guess in your case I would go with the Gen2R - the blower is still enough to make way more horsepower then what your goal is.
So I guess in your case I would go with the Gen2R - the blower is still enough to make way more horsepower then what your goal is.
I'd go with the biggest heat exchager you can find/afford. Core size and volume will make a difference, however be careful when it come to fans. Unless you're mainly drag racing and want cooling while sitting between pulls, fans will tend to obstruct air flow at all but slower speeds. More on this here:
Why You Don’t Want Fans On Your Heat Exchanger
I had already bought a VMP Dual Fan Triple Pass exchanger before realizing this, ended up installing it with the fans removed for use on Road Courses. Anybody want a pair of new/unused 11" Spal fans?
Last edited:
Sorry for the “off topic”, but did your remove the fans before you drove your GT supercharged for the first time or do you have experience with both setups? I read the HE advice from DOB long time ago and was curious if removing is the way to go or to sell the VMP HE and instead get a HE w/o fans.
I removed fans before installing H/E.
I run a Maggie TVS2300 with a CFM CAI at 9# and 24deg of timing on E85 through ID1000's. Car makes 660 and has been rock steady reliable but I did initially run into Build a 1,000HP Fuel System for Your 2011-2014 Mustang! - Hot Rod Networkhigh RPM fuel lean out with the stock pump and JMS BAP. Of course on pump gas I never had fueling issues, but with E85 I could not reel in my ST fuel trims above 6500.
Instead installing a new fuel system I installed a 2015+ fuel pump with an adapter fitting, the 2015+ pumps have a larger outlet 3/8" as compared to 5/16" on the 11-14' pumps. The fuel outlet is the restriction on the 11-14 pumps. After the 2015 I have plenty of fuel, on my initial data logging after putting in the 2015 pump I had to pull about 10% fuel above 6500, shows I was trying to overcompensate the maf trims on the 11-14 pump to bring in the ST AFR.
The idea for the 2015 pump came from this article
Just an fyi on the article above, I just used the 2015 pump assy with the stock 2015 pump in it, they are a cheap assy under $200. I added the -6AN adapter shown and followed the mod of attaching the 3/8" line to the steel fuel line. All in for less than $200, a couple hour install. With a BAP should support and easy 750rwhp on E85.
Users who are viewing this thread
