I think that combo would be a relatively cheap, nice, streetable ride with nice sound and think you would have no problems to hit 13's.

 

I’ve been doing some 1/8 mile dragy testing on my 15 with different manifolds. Between stock, ported 18gt and ported boss, ported boss is far far better. A full tenth faster in the 1/8 and overall drivability is better. The 18gt was really good and matched the stocker up to 6k-ish and then took off from there. The IMRCs were functional too as I had the pigtails for it but then that failed and 0-60 went from 6.12 to 9.5!
Boss is the only one that’s been sub 6s. All my testing was on 91 octane too

 

I should have everything by this Friday to be able to so swap. Since I'm going at it alone... I'm just wondering, how will my truck run without the tune. Will it run ok. I know I have to do some logging for my custom tunes. For tuning ..I have 6 tunes waiting... I have 87-89-93 octane.... so I'm going for Performance / Tow and Performance E85 for track visits. Maybe 87-89 economy for long trips.
I wanted to do a Flowmaster 40 Series install too.
1. 2018 GT Intake install / IMRC delete
2. CAI install
3.Tune Logging

 

15-17 needs a tune for a different manifold. Without one it’ll barely idle because it thinks it still has IMRCs. I would have the time waiting on your programmer before doing the swap

 

Does anybody have any dyno data for low rpm torque values for enabled and disabled CMCV operation? I am thinking about putting a 2018 F150 intake on my 2014 F150 and wondering if the CMCV function has enough benefit for low end torque and fuel economy for me to design an external control system for it.

Also, does the CMCV operate variably or just full open or full close?

 

they open under WOT conditions. Don’t overthink it. The 18 f150 manifold is already a significant torque increase in the low-mid

 

The schematic shows the CMCV control from two inputs: engine RPM and throttle position. My thought was to use the overlay of two dyno graphs for CMCV closed and CMCV open and use the intersection point on the torque curves as one of the CMCV opening thresholds. Ideally, I would want dyno graphs of the same two CMCV positions for different throttle positions to optimize CMCV operation.

 

You're not going to find that, they open very early. The hole in the flap is barely larger a pea and has very poor cross section. In addition they're either full open or full closed, they don't vary. You're overthinking it

 

You might be interested in this
Blue is 18f150
Green is 18gt
Red is ported stock 11-14.
Ignore the initial hit inconsistentcy, what you're looking at is the liner right below the word torque and door follow them up from there. This is an 11-14 truck with cai and off-road y pipe

 

The 2018 imrc is vacuum actuated with a counteracting spring. Basically, wot=no vacuum=no closing regardless of what the pcm says to do. The pcm says to open at all times wot, as well.

That said, closing of the imrc increases cylinder air turbulence, which changes borderline knock and mbt timing. There are two sets of timing tables: one for imrc open and one for imrc closed. If you can’t modify spark based on imrc position, then half the advantage is gone. There are also two sets of torque and speed density tables. With the old gen1 pcm, it lacks half of the mapped points required to make the controls work right with imrc closed and open.