High Octane Good?
Senior Member
Joined: Jun 2006
Posts: 4,719
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From: Maricopa, AZ
Originally Posted by Oxlander
I think we all would agree that when we say “timing” we mean the location of the piston relative to TDC and the position of the intake and exhaust valves when the spark plug delivers the spark. While I agree that my fundamentals in this area may be weak, you are also wrong when you say that the only way to change the duration of valves opening and closing is by changing cam and/or rockers. VVT (Variable Valve Timing) which all of the newer F150s are equipped, allows the lift (duration) or timing of the intake or exhaust valves (or both) to be changed while the engine is in operation. This is controlled by the cam phasers. In fact Ford engineered this engine with variable valve timing via the cam phasers that offer up to 50° of adjustment on each bank of valves. While the engine is running.
Variable Cam Phaser (VCP) replaces the standard pulley, sprocket or gear in a gasoline engine's valve train. It enables the cam lobe (lift event) timing to crank shaft timing to be changed while the engine is operating, based on the parameters of the engine. The parameters are determined by the PCM which gathers its information from engine sensors like the knock sensor I mentioned in a previous post. Variable cam phasing changes the timing of the valve lift event. It can be used to shift the intake cam, the exhaust cam, or both on dual overhead cam engines. Which the F150 is so equipped. This helps increase engine efficiency, improving idle stability while delivering more torque and horsepower.
Hummm, how is that possible? Making more torque and horsepower by adjusting the duration of lift event? Could it have anything to do with filling the cylinder with more fuel and then compressing this fuel? Thus requiring a higher octane rating.
According to Edge’s information taken from Jeggs webside take a look at the following:
Your Edge EEF2400 Evolution monitor allows you to monitor the performance of your engine’s vital engine components and output values. The following parameters can be displayed on the main Evolution screen (maximum 4 at one time):
• RPM
• MPH
• Engine Coolant Temp
• Engine Oil Temp
• Transmission Fluid Temp
• Cylinder Head Temp
• Air Intake Temp
• Line Pressure Control Desired
• Fuel Rail Pressure
• Output Shaft Speed
• Turbine Shaft Speed
• Manifold Air Flow
• Manifold Air Flow Sensor Voltage
• Variable Cam Timing Actual Advance
• Spark Advance
• Torque fuel/spark Limiting Status
• Fuel Economy
• Engine Load
• Accelerator Pedal Position
• Battery Voltage
http://www.jegs.com/webapp/wcs/store...0002_396851_-1
Why would the Edge Evo monitor the Variable Cam Timing Actual Advance? Maybe because the program that it uploads to the F150’s PCM alters this parameter.
Look, all-in-all I may be completely wrong here. I’m no engineer. I am educated, consider myself to be partially intelligent and certainly don’t want to make cyber enemies with anyone. If I am way off base on this, then educate me on the reason why level 3 on the Evo requires 91+ octane, because as I understand it the only benefit of having a higher octane rating is to withstand higher compression without premature ignition.
Happy Holidays Everybody :santa:
Variable Cam Phaser (VCP) replaces the standard pulley, sprocket or gear in a gasoline engine's valve train. It enables the cam lobe (lift event) timing to crank shaft timing to be changed while the engine is operating, based on the parameters of the engine. The parameters are determined by the PCM which gathers its information from engine sensors like the knock sensor I mentioned in a previous post. Variable cam phasing changes the timing of the valve lift event. It can be used to shift the intake cam, the exhaust cam, or both on dual overhead cam engines. Which the F150 is so equipped. This helps increase engine efficiency, improving idle stability while delivering more torque and horsepower.
Hummm, how is that possible? Making more torque and horsepower by adjusting the duration of lift event? Could it have anything to do with filling the cylinder with more fuel and then compressing this fuel? Thus requiring a higher octane rating.
According to Edge’s information taken from Jeggs webside take a look at the following:
Your Edge EEF2400 Evolution monitor allows you to monitor the performance of your engine’s vital engine components and output values. The following parameters can be displayed on the main Evolution screen (maximum 4 at one time):
• RPM
• MPH
• Engine Coolant Temp
• Engine Oil Temp
• Transmission Fluid Temp
• Cylinder Head Temp
• Air Intake Temp
• Line Pressure Control Desired
• Fuel Rail Pressure
• Output Shaft Speed
• Turbine Shaft Speed
• Manifold Air Flow
• Manifold Air Flow Sensor Voltage
• Variable Cam Timing Actual Advance
• Spark Advance
• Torque fuel/spark Limiting Status
• Fuel Economy
• Engine Load
• Accelerator Pedal Position
• Battery Voltage
http://www.jegs.com/webapp/wcs/store...0002_396851_-1
Why would the Edge Evo monitor the Variable Cam Timing Actual Advance? Maybe because the program that it uploads to the F150’s PCM alters this parameter.
Look, all-in-all I may be completely wrong here. I’m no engineer. I am educated, consider myself to be partially intelligent and certainly don’t want to make cyber enemies with anyone. If I am way off base on this, then educate me on the reason why level 3 on the Evo requires 91+ octane, because as I understand it the only benefit of having a higher octane rating is to withstand higher compression without premature ignition.
Happy Holidays Everybody :santa:
Senior Member
Joined: Jan 2005
Posts: 599
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From: Marshall, Tx
Originally Posted by i.ride.suzuki
Mr. Oxlander, what you've just said is one of the most insanely idiotic things I have ever heard. At no point in your rambling, incoherent response were you even close to anything that could be considered a rational thought. Everyone in this room is now dumber for having listened to it. I award you no points, and may God have mercy on your soul.
BTW i.ride.yamaha cuz suzuki just suks
Technical Article Contributor
Joined: Jan 2007
Posts: 10,636
Likes: 264
From: Vernon, NY
Originally Posted by Oxlander
Gonna need a reply from you. Like to see a few bits of technical info to make your point valid.
BTW i.ride.yamaha cuz suzuki just suks
BTW i.ride.yamaha cuz suzuki just suks
Good picture who ever took it.
Senior Member
Joined: Jan 2004
Posts: 211
Likes: 1
From: Home
Originally Posted by ManualF150
I'm sorry but that picture is hotttt.... I love that background and the truck... not to mention the bike... and you leaning on the truck... send that one into Ford for their little quarterly magazine they send out.
Good picture who ever took it.
Good picture who ever took it.
Winner of the gayest thing I've heard on this board in 2007.
Congrats, you waited until late in the year, but you pulled it out ( That last statement ranked a close second. )
Last edited by Droog; Dec 2, 2007 at 12:53 AM.
Technical Article Contributor
Joined: Jan 2007
Posts: 10,636
Likes: 264
From: Vernon, NY
Originally Posted by Droog
Winner of the gayest thing I've heard on this board in 2007.
Congrats, you waited until late in the year, but you pulled it out ( That last statement ranked a close second. )
Congrats, you waited until late in the year, but you pulled it out ( That last statement ranked a close second. )
Senior Member
Joined: May 2007
Posts: 1,573
Likes: 0
OK...
VCT is mainly used to control emissions reducing the NOx levels by a "late closing" of the exhaust valves. Now because this is more of an emission component the likely hood of EDGE making any modifications to the table seems highly unlikely to me. There is some(very little) tweaking that can be done for performance though.
VCT is controlled via load and rpm table. (two tables IMRC open and closed)
VCT also has its own spark adder table which is also a load and rpm table.
The knock sensors control the retard or advance of spark for the engine by reducing spark. So think of the KS to be the very last part of the equation of final spark. The VCT will not move because of a direct response from the KS.
The F150 only has one camshaft per side so the phase shifting effects both intake and exhaust valves.
If you have any more questions or i didnt cover everything you wanted just ask.
Last edited by i.ride.suzuki; Dec 2, 2007 at 03:39 AM.
