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Originally Posted by pgfpro
I personally don't like the idea of cylinder deactivation. I have it on my 2013 GMC and its a joke. I don't even use it anymore (run in manual mode) and have only seen a 1 mpg decrease with it disabled, but enough with my rant. lol
I also think if you deactivate two cylinders you will have some harmonics that will make the engine run very rough and also some intake flow issues. I did some C D testing on the Talon a few years ago and I couldn't improve on my fuel mileage, in fact my fuel mileage drop by 3 mpg.
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I remember seeing your thread about excessive oil consumption with your truck. That seals the deal for me lol. You bring up a good point about intake flow. Everything is sized for a 2.0 I4. Dropping 2 cylinders for would make everything wayyy too big and flow would more than likely suffer.
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On my sons turbo Civic 1.5 L it had a fairly large frame turbo on it based on the engine size and we still manage to improve fuel economy. I couldn't make any low boost lean burn though do to what we are talking about engine size verses boost. What I did is setup the car for lean burn with a max around 18:1 A/F ratio and the car got great fuel mileage. I think the compression was around 9.5:1?
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I was reading your thread on d-series about your 64.8 mpg testing run
that's what I want! Only better
I will aim for reducing displacement through cam timing. My C.R. should be fine if you good with 9.5:1.
Were you running a Holset 351 off of a 5.9 Cummins on the Del Sol?