Bumping Compression for E85
Freshman User
Joined: Dec 2014
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From: Lewistown, MT
I like the 10:1 ratio w/ some boost idea. I did kick it around a bit. I feel like the supercharger gives up some reliability and adds some extra service interval. I tow with this truck, a goose neck with 8k on it. Superchargers can add extra heat while towing.... Still a rad idea.... But better for a truck that's not used for business.
Have you started considering camshaft specs yet?
Freshman User
Joined: Dec 2014
Posts: 26
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From: Lewistown, MT
Most of the discussions I've seen point out the split-pin design of the 6.8 crankshaft being the limiting factor, as far as making big power.
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When you are talking about adding this much compression without taking massive amounts of the head deck off, you will be looking at 5.4l specific pistons. They have a taller compression height and bring the piston to zero deck. Down side of e85 is the corrosive properties that it has. Youll be fine for some time but eventually the fuel system will not be happy. Straight off the bat though, youll need bigger injectors and a bigger fuel pump that is e85 safe. E85 also runs cooler so that could help out when you are towing.
Ive often thought about building a nasty v10 to put in my mustang. Just a pipe dream though lol.
Ive often thought about building a nasty v10 to put in my mustang. Just a pipe dream though lol.
NO AFTERMARKET MANIFOLD! and the stock unit is designed for a truck.
If you could get something like the Sullivan 4.6 and 5.4 DOHC intakes for a V10, you would see a ton of them in 'Stangs. I still have the 4.6 two valve in my stang for this very reason. I would have swapped a twin cam 5.4 long ago. But 799 for an intake, plus supporting mods, it's just not worth the cubes. I can build all the power I need out of the 281ci with boost.
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I wouldn't think a medium-boost PD blower would add much in the way of heat, as long as you keep the AFR where it should be, especially with the extra cooling of E85. In my experience, at least- I've never done a build/tune for a heavy-duty towing application. I certainly won't try to talk you into one, though!
Have you started considering camshaft specs yet?
Have you started considering camshaft specs yet?
What I do know about them, Word of mouth says they fail and don't take high mileage well.
If I'm wrong, let me know. Tech changes, maybe they are more reliable now.
For the heads and cams, there is little option. There is a place in Simi Valley that does legendary modular porting. They are going to work their magic on the heads and valves. They are also going to toss a custom grind on the stock cams. Remember, I don't need to book ALL OUT on air flow. When working with e85 vs. 91 octane, you have a Liquid Oxygen Molecule. No need for massive amounts of air to support combustion.
Freshman User
Joined: Dec 2014
Posts: 26
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From: Lewistown, MT
Honestly, It's the maintenance on the supercharger. Your thinking something like a Paxton Novi or Pro Charger? I don't have much experience with them.
What I do know about them, Word of mouth says they fail and don't take high mileage well.
If I'm wrong, let me know. Tech changes, maybe they are more reliable now.
For the heads and cams, there is little option. There is a place in Simi Valley that does legendary modular porting. They are going to work their magic on the heads and valves. They are also going to toss a custom grind on the stock cams. Remember, I don't need to book ALL OUT on air flow. When working with e85 vs. 91 octane, you have a Liquid Oxygen Molecule. No need for massive amounts of air to support combustion.
What I do know about them, Word of mouth says they fail and don't take high mileage well.
If I'm wrong, let me know. Tech changes, maybe they are more reliable now.
For the heads and cams, there is little option. There is a place in Simi Valley that does legendary modular porting. They are going to work their magic on the heads and valves. They are also going to toss a custom grind on the stock cams. Remember, I don't need to book ALL OUT on air flow. When working with e85 vs. 91 octane, you have a Liquid Oxygen Molecule. No need for massive amounts of air to support combustion.
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Joined: Mar 2016
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I was thinking more along the lines of a positive displacement Roots-type blower. Better reliability, better power production at lower RPMs. They do take some effort to source these days, since Whipple and KB stopped making them for the V10. Very low maintenance. The Whipple in my Camaro, for example, takes an oil change every 75,000 miles. Aside from checking the belt, that's all there is.
Fugn' ebay & Craigslist?
Edit: Just realized PD was Positive Displacement....
Edit #2: I have room for a turbo. Non parasitic, Volume-metric boost, so it comes on low and builds.....
Freshman User
Joined: Dec 2014
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From: Lewistown, MT
Yep.
Sure would be nice if someone was still making a PD blower for the V10.
Sure would be nice if someone was still making a PD blower for the V10.
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Turbo would be pretty cool, they love the torque from the long stroke. Do you know the cc's of the combustion chamber?
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I'm going to pressure wash the engine bay, top and bottom. Then pull the accessories & Front grill/bumper assembly. I'm going to rebuild the front end too while it's open. From the stearing box out. The truck only has 147k on the clock. The inside is clean, I swapped the bench seat for leather captains chairs among other comfort mods. It's worth saving. Has another 147k in it.
Headers too... Add that to the list.
Edit: I've been digging around. Looks like the 30v is NON-VCT. Will this swap right in?
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Believe it or not, tricky question. My truck is late year '98 (oct) production, sold as a '99. I may or may not have PI heads. I have to clean it up, pull the head and look if it has the ridge or not.
I'm going to pressure wash the engine bay, top and bottom. Then pull the accessories & Front grill/bumper assembly. I'm going to rebuild the front end too while it's open. From the stearing box out. The truck only has 147k on the clock. The inside is clean, I swapped the bench seat for leather captains chairs among other comfort mods. It's worth saving. Has another 147k in it.
Headers too... Add that to the list.
Edit: I've been digging around. Looks like the 30v is NON-VCT. Will this swap right in?
I'm going to pressure wash the engine bay, top and bottom. Then pull the accessories & Front grill/bumper assembly. I'm going to rebuild the front end too while it's open. From the stearing box out. The truck only has 147k on the clock. The inside is clean, I swapped the bench seat for leather captains chairs among other comfort mods. It's worth saving. Has another 147k in it.
Headers too... Add that to the list.
Edit: I've been digging around. Looks like the 30v is NON-VCT. Will this swap right in?
Long tubes are a must with that kind of compression. As for the 3v......dont do it. Whole new set of headaches and they suck lol. If you have a 99 its probably npi, my 99 f250 5.4L is npi. That being said you can look at the casting number on the side of the head about the exhaust manifold and see if its npi or pi.
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