EGR Removal

[Canyonero]

I'm all for the emissions stuff, but on my LX9 RWD swap with headers and modified UIM inlet, EGR will just be difficult to integrate.

For a daily driver, should I make it work somehow? How will the tune need to be tweaked to compensate for the removal?

[pocket-rocket]

For the tune on the 92, I believe it's set to open at 255 degrees C. That's how it's disabled on OBD-1 as far as the computer goes.

[Canyonero]

I'll be running it on a '7727. So you don't need to do anything with fuel or timing? EGR is used to slow combustion to prevent knocking isn't it?

[pocket-rocket]

You will have to ask the real tuning gurus here. I'm not one of them, but the 92 is tuned for the way it sits- with the EGR not opening. EGR as I understand it keeps the combustion process cooler which lowers NOX gas emissions I think it was. Ah yes, here it is from wiki...

Because NOx formation progresses much faster at high temperatures, EGR reduces the amount of NOx the combustion generates. NOx forms primarily when a mixture of nitrogen and oxygen is subjected to high temperature.

The exhaust gas, added to the fuel, oxygen, and combustion products, increases the specific heat capacity of the cylinder contents, which lowers the adiabatic flame temperature.

In a typical automotive spark-ignited (SI) engine, 5 to 15 percent of the exhaust gas is routed back to the intake as EGR. The maximum quantity is limited by the requirement of the mixture to sustain a contiguous flame front during the combustion event; excessive EGR in poorly set up applications can cause misfires and partial burns. Although EGR does measurably slow combustion, this can largely be compensated for by advancing spark timing. The impact of EGR on engine efficiency largely depends on the specific engine design, and sometimes leads to a compromise between efficiency and NOx emissions. A properly operating EGR can theoretically increase the efficiency of gasoline engines via several mechanisms:

* Reduced throttling losses. The addition of inert exhaust gas into the intake system means that for a given power output, the throttle plate must be opened further, resulting in increased inlet manifold pressure and reduced throttling losses.
* Reduced heat rejection. Lowered peak combustion temperatures not only reduces NOx formation, it also reduces the loss of thermal energy to combustion chamber surfaces, leaving more available for conversion to mechanical work during the expansion stroke.
* Reduced chemical dissociation. The lower peak temperatures result in more of the released energy remaining as sensible energy near TDC, rather than being bound up (early in the expansion stroke) in the dissociation of combustion products. This effect is minor compared to the first two.

It also decreases the efficiency of gasoline engines via at least one more mechanism:

* Reduced specific heat ratio. A lean intake charge has a higher specific heat ratio than an EGR mixture. A reduction of specific heat ratio reduces the amount of energy that can be extracted by the piston.

EGR is typically not employed at high loads because it would reduce peak power output. This is because it reduces the intake charge density. EGR is also omitted at idle (low-speed, zero load) because it would cause unstable combustion, resulting in rough idle. The EGR valve also cools the exhaust valves and makes them last far longer (a very important benefit under light cruise conditions)

[mickaz]

but if you richen you air/fuel mixture you can lower the engine. temperature.

[Canyonero]

Would it be ok to feed the EGR solenoid off a single header tube?

I'm bribing a fabricator friend of mine to do some mods for me with a weber carb for his landcruiser.