BoomBoomBamaPhD

What is the word that's being blanked out lol? Can you try putting periods between the letters

I am sure i can find it elsewhere, but since we are leading to this topic here. What all control can be had over the VVT for the 2015 5.3? obviously with it only being a single cam it is limited for what vvt can accomplish, but tuning wise, what can be done? And @lucas287, what mix do you use for e30?

Well when I mentioned the 10psi and reliability I guess I should have specified I was talking about boosted ls applications Obviously when You add more components and a more complicated system, reliability will suffer. Although ford has to provide a warranty which I'm assuming is the typical 5year 60k miles. So there is something to be said about the reliability there. And I doubt I would get "skooled," although I wasn't suggesting a competition. I'll state this again for everyone who continues to view me as some naive and ignorant brat. I understand how to "properly" build a boosted engine, and how everyone has always done it. Not exact components, but fundamentally. Yes, 87 in a boosted application is improper for maximum performance, I've stated that many times already. Everyone knows that, but it can be done, as shown more than once now. This thread has turned into the pissing contest that I was trying to avoid. Thank you to the few of you that attempted to participate in an open-minded conversation while sharing your knowledge.

But so back to the ecoboost, so that is still saying that the engine is taking over 15psi of boost on 87? I think that's pretty significant. Especially because normal tame tunes won't push beyond 10psi for sake of reliability. And its the premise of the last bit of the article you have quoted, basically if you want more performance, just fill your tank with higher performing fuel.

I'll try not to take this personally offensive, but my parents don't make enough money for that, everything I've spent on college has come from scholarships that I earned academically, and luckily only a couple of loans. And I'm sorry you think that Engineering is outdated and obsolete. I'd love to see you design a production engine. Sorry for the rant

Well if you re-read the original post, I clearly stated I do not have the real-world experience. If I believed that I was all knowing then I surely wouldn't need to start a forum thread to discuss things with y'all. And yes I'm young, haven't had a career yet except for school and internships. I am however, a research based graduate student who has to work through real-world situations that trump theoreticals all the time.

So my issue with some of these ideologies would be like saying an ecoboost engine, or LT4 for that matter, would perform the same on 87 with and without their respectful forced induction. Which I do not believe to be true. And there are a lot of things that have to be taken into consideration when producing a consumer product, namely ignorance, stupidity, and ease of production, so I actually seriously doubt that these engines are the best that they can possibly be from the factory.

'So why boost only 4 cylinders?' Because you could see efficiency improvements regardless of how many cylinders are active. Plus it adds to the versatility of the engine, assuming that you could properly make boost with afm active anyway. Basically like having a turbo 4 truck when focused on eco and a turbo 8 for heavier towing or fun. But like stated earlier, it has now become an issue of how to properly build boost at 8 and 4 cylinders. Depending on which cylinders are cut, twins would be perfect tbh. And theoretically all fuel with the same octane rating should auto-ignite/detonate/knock at the same conditions. And these companies are supposed to be held at pretty high standards chemically, though I would not be surprised to see a couple psi difference of max boost between even two different gas stations of the same brand. For absolutely perfect octane numbers, race fuel is the best bet as it is made in smaller batches with higher quality control.

3 stage turbo system??? 1 for v4 1 for low rpm v8 1 for high rpm v8 Now we are onto something lmfao

You're probably right, practically at least, about the not being in boost, but I don't think for the same reason you're portraying. Assuming we could force the v4 to be on whenever, you would now only be spinning the turbo with the 4 cylinders. I wonder how small of a turbo would be needed to make that practical. Supercharger would probably still work though, but we won't go Into that here.

I'm not really hung up on anything, just trying to figure out what's possible. Everyone knows how to make more power, it's pretty "easy" nowadays. Most people don't look at efficiency type stuff though, which is a large part of engines that most gearheads don't care about. And also the versatility is a cool concept to me, disregarding the 87 for now, having a small block v8 that can act like a turbo twin or turbo 4 or 6 or whatever with the newer technology.

I'm on my way to getting a PhD in mechanical engineering, it's quite literally my job to overthink things haha. "AFM delete, add turbo, done," just honestly isn't helpful in this sort of discussion. I understand how everyone else does it for high power, I'm trying to have a discussion about other ways of doing things. If what I have suggested doesn't make sense at the end of the discussion then cool, but nothing would ever get figured out if people keep doing what others have already done. Also a side note regarding E85, most people overlook the fact that price per gallon is not the same as price per "energy." There is a reason E85 tunes usually involve larger injectors, more of it is needed.

So I just looked it up to confirm, but the new dfm system is close to choosing whatever cylinder you want with 17 possible cylinder configurations and all cylinders having the lifters that are electronically controlled through solenoids. For reference: https://gmauthority.com/blog/gm/general-motors-technology/general-motors-propulsion-technology/general-motors-dynamic-fuel-management-cylinder-deactivation-technology/ The control for this system seems very in depth, but I don't see why it couldn't be tuned. I understand this is different from my 2015 engine though.

So that's the second mention of the LT4 now so I looked it up and yes it has afm. And so does the L3B (turbo 2.7l). I was not very familiar with the 2.7l from gm so now I think I have even more "ground to stand on." Wouldn't it be great to basically switch from a turbo 4 to a turbo 8 whenever you wanted/needed? And iirc with the newer engines you can basically choose however many cylinders you want/need at a given time/load.

Never meant to sound like I thought the stock engines were inherently unreliable, I apologize for it seeming that way. Isn't the afm controlled by a solenoid? And I do agree, most boosted applications are strictly for performance. But a turbo can be used to increase efficiency and versatility of an engine. Which is the reason why manufacturers have added them to consumer vehicles, we all know a lot of performance is usually left on the table through simple tuning with most stock turbo systems.

I apologize if I came off as rude or ungrateful, I just don't think one line answers are helpful in discussions like this. I understand that the recommendation is not 87, but nevertheless, it has to be robust enough to be a production engine where most consumers will not think twice about just filling up with regular. I know that the afm can be "soft-deleted" with tuning, but how complex can you get with it? Is it just a on-off switch, or can you actually tune how/when it activates?

Hey thanks for joining the discussion. But from here on out how about everyone try to put some thought and explanation in their answers. Obviously 87 octane can be run in certain boosted applications, aka the Ford Eco-boost. As referenced multiple times in the original post. Though I have already conceded to knowing it is not the most ideal. And with the direct injection of the newer engines I'm pretty sure the only difference fundamentally would be the compression ratio, which I have mentioned being open to changing previously. (Please let me know if there is some other fundamental difference I am missing.) And as for the AFM with boost, do you have a reasoning it can't be done? I think I have a pretty good idea of how the cylinder deactivation works mechanically, and I wouldn't think it would be effected really at all by boost or cylinder pressures.

So is that with a totally stock engine? Just bolt on turbo kit? What octane do you run? I see that I failed to mention an important piece of info. I realize that at 87 octane it would be necessary to decrease the compression ratio if I wanted to build boost without knock. So all this to say that I wouldn't expect to use just a bolt-on kit with no engine work, I plan on building the engine accordingly. I sadly do not currently have E85 readily available to me, that would just be too easy though, am I right haha. I have a love/hate relationship with superchargers though. They are badass for sure, but terribly inefficient. Will def build a supercharged muscle motor in the future though, just not for my daily. But thank you for those links, I'll have to check them out.

Let me start by saying hey thanks for having me, new here. I will probably make a build thread for my 15 Silverado separately, but I felt like this discussion needs to happen. I want to preface this by saying that I am decently versed on the actual theory and thermo of the discussion as I am a current Engineering PhD student studying combustion. I do however lack the physical experience of boosted applications as well as engine tuning. The two topics to be discussed here are probably highly controversial and I am not looking to start a pissing contest about anything, but rather a tame discussion. Please let me know if I should split these into two separate posts, but these would be in the same build for me. 1. How much boost could I run, or power could I make, while running 87 octane. (5.3L "Eco-boost") And yes, I realize the disadvantages of 87 in regards to a boosted application, but if Ford can do it stock, I don't see why we couldn't do it aftermarket (and probably better tbh). But for reference, I am not actually looking for a high HP or drag type build. More a reliable DD that will be used for truck things like towing occasionally, but would like to get as much out of it as possible. (haven't even settled on it needing to be turbo) 2. Can the newer (2015) AFM/DOD be upgraded and/or tuned properly to be reliable and retain the intended advantages that were originally intended, with or without adding boost? Half of 5.3 is close to 2.7(eco-boost), so I don't see why I couldn't leverage the fuel economy of a turbo "4 cylinder" while having access to the full V8 when wanted.