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No.
Just a re-circ pipe, you block
Two other pipes I forget what they are exactly one is to prevent shudder and the other is something else.
Anyway you just can block these with crimps, tape or whatever. You actually leave them open if you wish it makes no difference.
Guys,
am i right in thinking on my 05 fr tdi 150, i need to pop off the EGR vacumm and stuff it at the pipe end only?
Do i have to stuff anything up the EGR end?
Rich
am i right in thinking on my 05 fr tdi 150, i need to pop off the EGR vacumm and stuff it at the pipe end only?
Do i have to stuff anything up the EGR end?
Rich
http://www.fuelefficientsystems.co.uk/index.php?page=egr-replacement-power-pipe-kits
if link works its allards replacement egr powerpipe
if link works its allards replacement egr powerpipe
They sell it under a different trading name, which makes them sound even more dodgy than their reputation was already.
If I could walk into a shop and buy one over the counter then I would, but as they only trade using internet i'll give it a miss.
Aparently Forge are working on one, I just hope it comes soon.
I have a worry about disabling the EGR system. A lot of Renault dci engines are suffering turbo failures which is being put down to the EGR valve sticking shut, this is causing the turbo to get to hot and failing. I assume the Renualt turbo relies on the EGR to help shift the exhaust gasses? There is alot about this on parkers and honestjohn.
As I have blanked my EGR and disconnected the vacuum hose on my pd 150 is this something we have to worry about on the VAG engines?
"What follows applies to Renault 1.5DCI engines, but may explain why the diesel turbochargers fail: The EGR valve should open to allow carbon dioxide (which acts as a cooling gas) into the combustion chambers when the engine is under load (>30% boost). This allows the combustion chamber temperature to drop and thus the temperature of the exhaust gases. If it sticks in the closed position the exhaust gas temperature will rise causing a) the turbo bearings to fail and b) engine oil into the induction system. This can cause the engine to run on its crankcase oil until it is either stalled or goes bang. Problems with EGR valves are often the cause of rough running when the valve is stuck in the open position as well. In several cases turbos have blown but the EGR valve has not been replaced. Inevitably the new turbo unit will not last long. "
As I have blanked my EGR and disconnected the vacuum hose on my pd 150 is this something we have to worry about on the VAG engines?
"What follows applies to Renault 1.5DCI engines, but may explain why the diesel turbochargers fail: The EGR valve should open to allow carbon dioxide (which acts as a cooling gas) into the combustion chambers when the engine is under load (>30% boost). This allows the combustion chamber temperature to drop and thus the temperature of the exhaust gases. If it sticks in the closed position the exhaust gas temperature will rise causing a) the turbo bearings to fail and b) engine oil into the induction system. This can cause the engine to run on its crankcase oil until it is either stalled or goes bang. Problems with EGR valves are often the cause of rough running when the valve is stuck in the open position as well. In several cases turbos have blown but the EGR valve has not been replaced. Inevitably the new turbo unit will not last long. "
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Too true, too true.
My tutors son at college has one, 03 plate, 80K had knackered bushes on the rear beam, and the cables on the window regs have rusted. But those running a map will have hotter combustion chambers anyway since the map allows greater fueling/boost pressure and better combustion. I don't think there is a higher incidence of turbo failure in mapped cars for the average owner? This does not apply to looners and people who hoof it 110% all the time.
I suspect the turbo failure is caused by the general crudding up and **** that that the EGR and CCV system cause to the engine. Burning engine oil, IMHO aint good for an engine and contaminants etc will find their way back into the oil system.
What would you rather have - 100% fresh air going into your lungs and stale C02 air coming out each breath, or some of that same stale air going back in to your lungs again?
I suspect the turbo failure is caused by the general crudding up and **** that that the EGR and CCV system cause to the engine. Burning engine oil, IMHO aint good for an engine and contaminants etc will find their way back into the oil system.
What would you rather have - 100% fresh air going into your lungs and stale C02 air coming out each breath, or some of that same stale air going back in to your lungs again?
The purpose of EGR is to reduce peak combustion temperatures, which it does by injecting inert gas into the inlet charge, reducing the amount of oxygen present. Exhaust gas counts as inert becuase all the oxygen should be used up. Of course it's hot and full of soot, but it is inert!
The Environmental reason for EGR and peak combustion temperature reduction is the reduction of NOx emissions. NOx - oxides of nitrogen - are formed by the nitrogen in air in the inlet charge being burned, oxidised by the high temperatures that can be reached in a modern engine. Peak comustion temperatures occur at peak load situations and are transient - accelerating away from traffic lights, opening up at mid-speeds and the like. EGR controls these transients by reducing the oxygen content, resulting in unburned fuel coming out as soot. Way to go for the environment, guys.
Now, if Renaults are failing becase their EGR is sticking shut, I would guess that they are boosted more than the VAG engines and make much more use of EGR to control combustion temperature.
The Environmental reason for EGR and peak combustion temperature reduction is the reduction of NOx emissions. NOx - oxides of nitrogen - are formed by the nitrogen in air in the inlet charge being burned, oxidised by the high temperatures that can be reached in a modern engine. Peak comustion temperatures occur at peak load situations and are transient - accelerating away from traffic lights, opening up at mid-speeds and the like. EGR controls these transients by reducing the oxygen content, resulting in unburned fuel coming out as soot. Way to go for the environment, guys.
Now, if Renaults are failing becase their EGR is sticking shut, I would guess that they are boosted more than the VAG engines and make much more use of EGR to control combustion temperature.
honestly mate, its easy, a little awkward, but easy. 2 bolts into the intake chamber at the top can easily be accessed with an extension bar and 5MM HEX, then 2 bolts under the unit holding the pipe to the exhaust manifold, these are the awkward ones, need just the HEX attachment on the ratchet and position it just inbetween the brake servo (black thing behind the brake fluid res) and some pipes. then the unit will swing around for the last bolt to be undone. VAC pipes off, and the unit is free. The hardest part is getting the vac pipe off the anti shudder valve, i ended up breaking the nipple in it.
no one answered my question, is it the vac pipe you have to block?
or the exit off the egr you block? or both?
or the exit off the egr you block? or both?
Robb1990;2128522The hardest part is getting the vac pipe off the anti shudder valve said:they always do
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