EGR Delete - The Whole Story
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- Опубліковано 2 тра 2024
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Today we're doing an in-depth video about the EGR or the exhaust gas recirculation system. We are going to talk about the history and evolution of these devices, their operating principle, their difference in petrol/ gasoline and diesel engines, their benefits, drawbacks, real-world problems, and more. By the end of this video, you will have a firm grasp of this important and often very misunderstood engine component and you will be able to make an educated decision on whether you should delete it or not. So instead of me feeding you over-generalized subjective opinions and telling you what to do today I’d like to empower you with knowledge so that you can decide yourself and I’d appreciate it if, after watching the video, you tell me what kind of conclusion you have reached.
So let’s start with the history. Why were EGR systems invented? As you probably know they were invented to reduce emissions but what’s important is to understand which emissions specifically EGR devices are concerned with and they’re concerned with Nox or nitrogen oxides.
Now nitrogen oxides form whenever we create a sufficiently high temperature. To create nitrogen oxides all you need is heat and nitrogen and oxygen. As we know the air we breathe in or the atmosphere of the earth in which we live in mostly consists of nitrogen and oxygen. And whenever we have heat in the presence of these two we create Nox or nitrogen oxides.
So what do you think is one of the greatest sources of nitrogen oxide emissions? Believe it or not, it’s lightning storms. Yes. A very natural thing. The temperature of a lighting bolt is 28.000 Celsius or 50.000 Fahrenheit and lightning storms of course occur in the atmosphere where we have nitrogen and oxygen.
But here’s the catch. Lightning storms are something temporary, they don’t occur continuously in the same location and most lighting bolts are between clouds or within a cloud which means that most nox emissions from lightning storms occur 4-5 kilometers above the earth’s surface.
On the other hand vehicle transportation is continuous and concentrated mostly in urban areas. Engines create hot combustion whenever they are operational and vehicles travel on the surface which means that they can dramatically increase continuous local concentration of Nox emissions.
Nitrogen oxides react with other elements and form smog and acid rain. But their impact isn’t limited to the environment. Nitrogen oxides are primarily composed of NO which is nitric oxide and No2 which is nitrogen dioxide. Of these two nitrogen dioxide is the one that creates serious health concerns for humans as it negatively impacts respiratory health and causes an increased number of asthma cases as well as other lung and respiratory-related diseases.
The problem we have is that the more heat and pressure we create the greater the amount of nitrogen dioxide we create. Interestingly enough, one of the first major contributors to increased nitrogen dioxide emissions from engines were early catalytic converters, a device designed to reduce emissions. Early catalytic converters were mostly concerned with converting carbon monoxide to less harmful carbon monoxide and burning unburned fuel or unburned hydrocarbons. The problem was that back in the late 70s when these early catalytic converters became relatively widespread manufacturers prioritized performance over emissions. Hence, engines ran much richer or with more excess fuel than today. The high amount of unburned fuel riching the catalytic converter led to a very high reaction rate inside the converter which resulted in very high temperatures of the converter. These high temperatures than made the catalytic converter itself a source of nitrogen oxide emissions. However, manufacturers soon improved the design of catalytic converters and resolved these issues.
The actual major source of nitrogen oxides is the technological advancement of the engines themselves. Increased compression ratios as well as the advent of widespread forced induction have increased the amount of heat and pressure inside the combustion chamber.
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#d4a #egr #diesel
00:00 Video contents
00:48 History and Purpose of EGR
06:48 How EGR Works
11:34 Pumping Losses
12:16 Diesel Problems
15:51 EGR and PCV
20:42 I Blame the Government
22:00 I Blame the Manufacturers
23:38 I Blame the Users
26:37 I Blame "Tuning" Shops
29:27 EGR Reduces Engine Life? - Авто та транспорт
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Funny, the early period EGR systems usually quit working, when the vehicle was less than 3 years old, but cars less than 3 years old, usually weren't worn out enough to need an EGR system, so EGR systems failed, before they were even needed!
Love It!!
I got a new 5.7 HEMI engine on my CHARGER RT 07. I also bought an eagle 5.7 HEMI intake manifold but it doesnt have EGR so my mechanic couldnt install it (they told me the newest chargers with VVT dont have it). Is that a problem ? Is there a way to have it despite the fact that the intake manifold doesnt take any ? Thanks
@@soufianDEMOShe did you a favor you only need it if you have to get regular legal emissions testing
-stevie wonder
“Sensational”😎
Excellent summary. Note that on modern petrol engines, EGR can be achieved without an EGR valve at all by adjusting valve overlap through the cam timing. There is no EGR valve at all.
Yea but that's a great way to cause detonation
thanks for this. Makes sense now with my old high school car - it had an EGR system and also a ton of negative valve overlap due to cam timing. Incidentally, we (enthusiasts of the 88-91 Honda Prelude) found back in the day that regrinding the cams or using adjustable cam gears to create a few degrees of positive overlap both increased higher RPM power output but also seemed to improve emissions despite blocking off the EGR system. Now it makes sense!
The volvo 5 cylinder petrol engine from ~2000 to 2010 use this exact system, with variable timing on the exhaust cam.
My Modern 4-valve Gm engines due not have EGR Valves , am going 2 install PCV Seperator can , 90 Corvette does not seem 2 tell on it's self , eye always learn a lot from your discussions , thank U . ... the REAL Dave who
Exactly mate
I skipped the the EGR delete and went for the full engine delete. Now I Flintstone everywhere
Or how about Ford, they seem to be going down that path too with the Godzilla engine 'deleting' the Powerstroke's :)
I am 82 years old, so I have been around since before all of the emission specs were introduced. Before the positive crank case rules were required, a pipe came out of the crank case which was just open to the air while the engine was running. When the positive crank case rules went into effect, the manufacturers just ran the pipe right back into carburator(sp) which made the engine run poorly.
I recently discovered your channel. Some time back you talked about the belief that "they" don't make cars like they used to. That is absolutly true. A car with a 100,000 mile on it was shot. It was only when the Japanese started importing their cars to America that Detroit started making good quality cars.
I suppose if you are crafty enough, you can replace the road draft tube, to a PCV style and that'd make the engine/oil last longer. Accompanied by a oil catch can.
I'm 27 years old, I also daily drive an antique vehicle while learning all of it's early emissions systems, pretty neat.
Going off tangent here, A few years back, I was taking apart an intake manifold on a 1972? Big block Chrysler.
It had an early EGR, it was clogged with carbon, I surmise highway cruising MPG's fell slightly.
Another manifold I was taking a look at was the EGR port has been closed off with a plug.
Fairly see a few with the EGR ports closed off as it's illegal to modify or change any equipment related to emissions control.
Old man shouts "get off my lawn"
@@reacp9114: Did you even read his comment, dude? He was AGREEING with the video.
@@deusexaethera😂 You can't expect members of a generation that has the attention span of a goldfish to read anything with more than 5 words involved. 😏
@@lilmike2710 Unfortunately, I agree with you. Most people my age believe the news media and think everyone but themselves are idiots.
There's no one I've come across that has the ability to explain mechanical concepts like this guy. Thanks for your insights!
Too bad he completely missed the mark on EGR cooler failure.
Same origin as Nikola Tesla. No wonder. 😉
what a cool car part i can't wait to take it off my engine
they intermittently fail and leave you stranded with no power just when you need it most as you go to overtake or pull out into traffic...!!!
Happened to me, nearly had a crash. Happened to my sister, she had a crash.
😂😂
Delete it, but only run it in your closed garage.
The apple seed oil and oil is the best thing I ever bought for a garden and my plants have grown like a million in the last few years so I’m gonna try it again this week to make it look good for my
Old diesel cars with plunger/mechanical injection with EGR placed as an afterthought are often better served with EGR removed. This was the case with my civilian version of a 4x4 military vehicle; emissions were actually reduced.
As a diesel mechanic one of the main problems with egrs is the soot build up in the intake manifold and head. I've opened up manifolds that were almost all the way closed off being so clogged with soot. Also have seen major build-up on valves.
Love your videos
Do you know why the EGR system in diesels doesn't tap into the exhaust after the DPF? I'd imagine that should help at least a bit (plus the crank case ventilation oil catch gizmo)
Cat did this, called it "Clean Gas Induction" was a failure. I would like to see a water mixture injection to clean the soot out, like when the egr cooler fails it washes out that soot quite well.@@R1ddic
That’s why you run a water/meth injection system and clean your EGR. Problem solved.
I'm damned sure, if you ask the operators, with the most soot plugging, you will find that they are idleing, almost the same, as they have done, with their pre-EGR engines. They should run APUs, but think that's wrong, that no matter what the engine makers say, 'they are going to do, like they always have'..
Don't worry, the dinosaurs are retiring.
@@camshaftP16 interesting, I'll check that out, thanks!
When I worked as a warranty issue investigation engineer in the powertrain department of a major automotive company (not naming companies because of my non-disclosure agreements), EGR coolers fatiguing and/or burning out and dumping the coolant was a considerable cause of engine failures. A friend who also worked in the same company (actually, in the same two auto companies I've worked for) had the same thing happen to his current vehicle.
Moral of the story: the EGR might not kill the engine, but the EGR cooler will have a go at it instead!
Ford enters the chat
That is a major problem with BMW diesel engines - I believe it took a while to finally get the supplier to manufacture an EGR cooler that would not fail.
Yeah duramax engines have this issue
My 2.0tdi Audi EGR cooler did this. Fortunately no damage. Deleted!
@@mixworks-de Given that BMW only certify parts at homologation and don't have ongoing QC checking on component suppliers, that isn't much of a surprise. The originally tested part may bear little relationship in build quality to the one actually fitted on production lines
CAT tried hard not to introduce the EGR. They've invented the ACERT system which sadly didn't work so they went for EGR. And then in 2008 when DPF got mandatory they got out of producing engines for road use because they said the aftertreatment got insane and the reliability will get worse and worse.
Your use of acronyms rendered your post useless.
@@doughamblett5204 i beg your pardon?
@@doughamblett5204 if you are unaware what common knowledge abbreviations regarding what hes mentioning mean, maybe you shouldnt reply to his comment
@@doughamblett5204 I understood it perfectly... what is causing you to not be able to do the same?
Interesting
As car mechanic nowerdays we repair mostly the exhaust aftertreatment than the engine itself.
Same here, doing construction equipment. Can't count the failed temp or nox sensors etc.
Urea Nozzles, Reduction-Agent Nozzles, Nox Sensors, Particle Filters, EGR-Coolers are the things we replace the most, the EGR itself is the part that fails the rarest. If it does, it usually is cheap aftermarket and a city diesel.
People who regularly drive their diesel on the high ways or rural roads at 50-60 miles will have near zero issues with emission reduction systems caused by soot.
true especially on modern diesels or also direct injection petrol cars. soot is everywhere.
but diesels are especially bad. egr, egr coolers, dpf's, injectors, high pressure pumps and all that crap.
thats why i refuse to buy anything modern. i like my cars running on petrol with port injection. peak engine Design imo.
@@99Lezard99or low pressure injection pump diesels. peak engine design for simplicity and reliability.
Diesel mechanic here, and i woukd partially agree with you. In the early days there were growing pains, but after about 2017 it seems to have smoothed out. But I still do make quite a bit of money on emission systems. Honesty while other shops were deleting everything I was and still am repairing emissions systems. The EPA has cracked down on shops shutting them down so they are having hell trying to learn all the systems which really helps me because I'm well known for emission diagnostics and repair so its really helped my business. Long live emission systems its really supplemented my shops income.
I’m a heavy duty diesel technician and I work on Detroit engines. The egr system puts so much soot in the intake hose and intake manifold and clogs a lot of the track up
Detroit peaked with their 2 strokes. Want one in a 70s Pickup truck. retirement project. Turn diesel into noise.
The problem is not the EGR system, the problem is the fuel. Diesel contains paraffin, which burns to produce soot. That soot gets absofuckinglutely everywhere.
@@deusexaethera oh yeah. It’s very dirty. You get soot everywhere
@@partymanau I known it. I work on dd15s mainly and my boss has been working on Detroit’s for 45 years and my co worker says Detroit engines suck and Cummins is better as a joke and he got written up. My buddy isn’t wrong though
@deusexaethera then the fueling isn't correct. You can always run a diesel with a higher air content.
I have been reading about EGR valves since the 1980s to study for my California Smog technician’s license. This video is by far the most informative and entertaining EGR tutorial.
My egr valve works flawlessly sitting on my shelf as a paper weight
My PCV valve is a hose going to my post turbo exhaust venturi
@@MichaelBrown-wx6zq as long as you know for a fact there is always going to be suction there it sounds like a good idea
🤡
Great video! You should do one about DPFs at some point, talking about wet vs dry DPFs and different regeneration types, plus the advantages and disadvantages and deleting!
Seconded! I’m pretty sure regen of DPFs is done by running rich which can cause oil contamination due to blow by.
That would be the perfect continuation of this topic.
@@kingGar27 supplemental fuel (active regen) is injected into the exhaust stream, not into the cylinders. I’m a research engineer working in emissions R&D so this stuff is my bread and butter haha
@@kingGar27 Regen of DPF's (at least in the heavy duty diesel world, I'm not too familiar with small diesels) is done by increasing exhaust temp to extreme temps to burn out the soot in the DPF into ash, which can be done in many varying ways. The two main in common use being passively by just running the engine hard, or actively by injecting fuel into the exhaust stream, reacting with the catalyst (DOC) to increase temps and burn out the soot. Most HD diesel engines have a dedicated fuel injector located after the turbo for this purpose. Modern diesel engines with these advanced aftertreatment systems hate being run easy, you really need to load them hard to keep them from having issues.
And scrs
I was never in favour of removing or disabling EGR valves, but when mine became clogged on my Peugeot 307 2.0Hdi diesel I had no other choice but to block it off as it's placed behind the engine and can't be removed for cleaning without tearing out half of the engine bay. What a terrible design!
It’s designed to clog and fail.
@@tonep3168just like every other “emissions” device
On the hdi is a bitch
My engine has the egr hidden in the head of the engine; what a joy!
On the 2.0L HDi, EGR is a mess. You just have to unplug the depression line on it and put a screw in it. And... voila. That's it. And the turbocharger spools a bit earlier too (200rpm gained) so the torque between 1000 and 2000 rpm is a bit higher, fuel consumption is better too. 👍
(forgive my English, I'm a French dude 😂)
I work in automotive engine R&D and I'm very happy to see a fact based video on EGR for once. Very good content!
Hopefully you now Understand how Big Deception this "egr" valve really is.
R&D? So could you then say why they don't just take the exhaust gasses after the DPF to remove the soot particles so nothing's going to clogg up?
@@nirfz I don't work in Diesel development but my guess is that you want the high pressure EGR and not low pressure after the turbo and DPF. If you don't have a certain pressure gradient between EGR gas and intake manifold you drastically reduce your possible EGR rate.
@@Dan_Divebomb But the pressure difference between before the DPF and after only differs by max 0.3 bar from what i have been shown at full throttle and way less than that at mid and low throttle. (collegue of mine has the measurings of his few years old Diesel engine because of the DPF having been in question of being full with ash or not.) That would be enough to not work?
I have read that the 1.6 diesel from Renault, Mercedes uses in some applications (modified from the Renault startingpoint) does use the EGR after the DPF, but i never found any source about any other engine doing that, hence trying my luck with you with my question.
@@nirfz well the keyword is 'before turbo' :)
In my department we start activating EGR when the exhaust pressure is about 50mBar higher than intake manifold pressure. That's why you need high pressure before the turbine wheel reduces it.
And as the DPF ages the pressure difference increases and reduces EGR rate which is another reason not to do it that way. There are some applications where low pressure EGR is used but then it's returned to the intake before the compressor wheel of the turbo. I'm not quite sure what the benefits of that are except maybe for a more homogeneous distribution in the air and possibly a more even distribution among the cylinders if the mixer of egr and fresh air is not sufficiently good.
I have been reading and watching videos on EGR deletion after having cleaned my EGR and associated pipes about 2 years ago. What a mess! However, I have been undecided until now on whether to go that route or not. based on your excellent, comprehensive, video I have decided not to go the "EGR Delete" route. Reason being was your comment on having to actually reprogram the ECU as the correct running parameters for the engine are based on there being exhaust gasses present on the inlet side. Don't think anyone else has mentioned this, but what you say, is logical, and puts the whole saga into perspective! Thank you for taking the time to explain this! 👏👏
heck, i liked your video in the intro alone based on how real it is. you don't ask for the like, you ask for an honest review. i like that a lot man.
Found the loser. This is clearly all above your pay grade.
@@Look_What_You_Didragebait
what?@@Look_What_You_Did
@@robertescalante9858 Never knew trolls existed in the online car world, but in an other thread this guy was just as stupid. Probably a bot, damn 2024 world...
My dad thought about deleting a EGR system on a Toyota LC 200. Ended up deleting the whole Land Cruiser and bought a new 4.6L gasoline V8 instead
So he went "select all"
Yea? Did he get a non- pi head, or a pi head 4.6L?
ford V8?
Your father traded a Truck for an Engine?
I wish you the best. You are at a distinct disadvantage.
Same thing happened my father. Car that would just work many years longer went directly to scrapyard, just because repetive EGR fails. He never bought diesel again.
By far the best technical automotive channel on UA-cam. Well done!
Love the video. Well done as always.
To your point on carbon deposits. I am not a proponent of deleting EGR systems, but I also know of more than one "deleted" diesel engine that has clear oil at its service intervals. That's something I've always found notable.
To your point on reliability, here in the States we see high failure rates of EGR related components within the first (non-leased) ownership. Coolers, sensors, and valves on modern light and medium duty truck engines are well known to encounter problems within the first 30-60k miles. That's notable since many of these owners put on between 15k and 40k miles/year. These repairs, depending on the engine, can range from a few hundred bucks to upwards of 3-4k dollars. The cost and perceived unreliability are the major contributors for the folks I encounter to delete those systems.
A large part of your problem is related to the captive USA market (chicken tax!) not encouraging makers to do a better job
There's a reason USA cars don't sell well outside North America - they're simply nowhere near as good as the competition and represent a very poor value for money proposition
The petrol MITSUBISHI Evo X does EGR without an external valve. It uses exhaust cam timing to leave the cylinders partially full of exhaust ready for the next combustion.
The Bentley W12 engine (2003 introduction onwards) does it without an egg valve also - using valve timing and overlap instead
Its called 'internal EGR', and is very widely used in adjustable camshaft engines.
My 2002 Prius does that too because it has continuously variable valve timing.
In Ohio you can delete everything.
And register it as an antique and never have any sort of inspection again.
‘Mercia
@@aspecreviewsdid you know in. Japan they sold your car as a plug in hybrid?
Worth noting that Scania has Euro 6 compliant engines with no EGR and just their dual SCR system which has better fuel economy due to that apparently, along with not needing an EGR cooler anymore which is good for removing a potential point of failure that's kind of annoying to get to. Really the big problem with emissions equipment in general is that people don't understand how they work and how they affect performance (which for any exhaust treatment system is 0 when properly sized) which leads to people doing dumb stuff because they think running a much richer AFR with the stock DPF is completely fine and totally won't fill the filter material with unburnable ash twice as fast rendering the filter useless until cleaned or replaced.
Edit: forgot to mention that you can technically delete your PCV system if you run a dry sump. The scavenge pumps will pull a pretty decent partial vacuum on the crankcase and other than sucking out all the oil, before that oil goes to the main oil pump to be recirculated the blow-by gases are separated and fed to the exhaust system. Dry sumps also reduce pumping losses via the crankcase vacuum so you'll also liberate some power if you switch to one, sometimes over 20hp depending on engine which is about as much as a very well engineered intake system (given no engine remap after replacing the entire intake system); if the almost total elimination of any oil starvation risk wasn't a good enough sell for you.
This is why they also delete the DPF along with EGR, thats the first thing any balkan mechanic will do.
@@cathat9622 DPF deletes are probably more common than EGR deletes though as a lot of cars don't implement the regen cycles well or just end up clogging the filter because people drive 10 minute stints which aren't even close to long enough to burn off the soot in the filter. It's annoying for people who don't have any option other than driving those short distances but depending on where you live you should really replace those 10 minute journeys with public transit if possible and drive for fun or when you need to do longer trips. Most effective way to reduce traffic and you don't have to drive on annoying main streets where half the people are angry enough to kill a toddler or too busy looking at their phones to focus on driving. Plus if the city government isn't stupid public transit will be faster than driving anyway even if just to encourage people who don't want to be driving in the first place to take the bus.
It makes sense to delete emissions equipment on some show vehicles though. They do affect sound and let's be honest, your straight piped Scania V8 that get's driven 2000km a year to shows and almost nothing else is probably less damaging to the environment than the guy who drives his stupid SUV around the city for 25000km a year, plus diverter valves exist :).
yeah getting rid of EGR entirely has been a huge talking point with commercial diesel engines in recent years
I think Cummins has an aftertreatment system aswell that makes EGR redundant
I was wondering when this was going to start happening, EGR and DPF are a bad mix with how much extra soot EGR makes, and any EGR issues quickly develop into severe DPF clogging if action isn't taken in a timely manner. I figured there was a reason why SCR wouldn't be able to pick up the slack, maybe just the size of the catalyst needed is holding this back, but here in the USA we don't have any new diesel trucks that don't come with EGR. Hopefully we start to see this soon, if it becomes a popular setup in Europe I'm sure Detroit Diesel (Daimler) will implement it here eventually.
Diesel engines don't gain as much power from a "dry sump" system owing to a generally lower operating RPM. Windage losses go up on the square of RPM, so the higher the engine revs, the more benefit from a dry sump system.
My question is, would a dry sump system help reduce carry-over of oil vapor and mist, through the crankcase decompression system? If it helps, that would make dry sump well worth doing!
Thanks for explaining this topic so well ! I have a diesel car, bmw e46 3 liters, 6 cylinders, 22 years old, 460000 kms, still with the EGR (easily accessible) with pneumatic command… I thought I would remove it but I did not and now I’m glad I still have it.
I removed it once to replace it, but after cleaning with petrol (and a toothbrush) I put it back, the new one is still in the box, probably I’ll never use it !!
To bad he is so wrong
@@mblake0420How so
You are the most intelligent, informed and understandable auto presenter on UA-cam. Thanks for your time and effort
The fact that he can explain him with his english french accent just shows that hus chise of animation as well as well articulated words are topnotch
Man, what a thorough walk-through on such a complex issue, yet keeping it digestable and easy to follow. I usually avoid consuming videos of half an hour run time simply because I lost interest or focus along the way, but every material on this channel is captivating 'till the very end. That is valuable (content) -> knowledgebase creation at its finest.
On my 1998 suzuki vitara, i just cleaned the whole egr system. I observed much better MPG but I did other maintenance work as well.
I had a 2007 Suzuki Grand Vitara with the 2.7 liter V6. Seemingly bulletproof all around. I drove it all over Taiwan for years, from the sands of the beach all the way up to the highest parts of the mountains. North to South, West coast to East coast. For years, I never had a single issue with that vehicle. All except the EGR. I had to either replace or clean and reinstall the EGR multiple times. Eventually, I got tired of that and I did an EGR delete. Never had another problem out of that Vitara ever again. Not one single issue.
You can try to justify EGR valves all you want, but in the real world, they suck. I had to pay the annual fuel taxes for the larger 2.7 liter engine (very expensive in Asia) while not getting the full effect of that engine size, thanks to the EGR valve. It simultaneously made the vehicle less fuel efficient. Then, the lack of reliability.
Deleting the EGR valve gave me more power, improved my fuel efficiency, and made my vehicle more reliable.
Note that the newest cars no longer have EGR valves because they same "benefits" can be achieved in other ways (adjusting valve timing, for example).
Also, yes, simply deleting the EGR can increase fuel efficiency and power. For example, the EGR valve does not simply "stop working" all of a sudden like a light bulb going out. The failure process is a long, drawn out process that gets worse over time. Over that period of time, the immediate issue you deal with is vacuum leak in your system, which immediately causes problems in terms of power. Deleting the EGR valve, you immediately remove the vacuum leak. You insure that prolonged vacuum leaks don't have to be factored into the overall performance of your engine, year over year. Which means that you see an immediate, and overall, and a long term increase in power by simply ditching the EGR valve.
I have a Subaru Sambar and the EGR failed, caused a total lack of acceleration after 3rd gear, took me way too long tracing everything to figure it out. Once I found the part was no longer produced and could not obtain a working used one I routed around it and the truck has been running happier ever since. The fact the truck is almost 30 years old also helps since it is exempt from emmisions now.
Bravo!
First-timer (viewer) here and very impressed with your content & presentation.
Great delivery.
As other's have mentioned you sound passionate & educated on the subject matter (fluid non-stop flow) without pandering or getting too deep into personal opinions or sarcasm.
In fact, it's that slight (Med or Mid) accent that makes you come across more as an intelligent/cool professor-type versus the (Exceptional American) smarty-man tellin' ya what you should be doin' if you were smart too.
Again, Bravo and don't change a thing except the next topic!
Cool logo design too!!
I think a good addendum to this video would be the comparison of EGR's efficacy versus water and water/methanol injection as a mechanism to reduce air charge temperatures to lower NOx.
I think you did a pretty good job of covering this topic. For owners, the biggest downside of EGR is maintenance costs, which are high and wil get ever higher over time due to inflation. Also, while perhaps EGR itself isn't as bad as it's sometimes made out to be, EGR is only one component of the overall engine emission system, which includes many components, all of which significantly increase the price of a new vehicle and also require lifetime maintenance that increases over time. I have a family member who owned a VW diesel (Jetta) which he bought new. The DPF failed and the replacement was very expensive. He did a DPF delete and also deleted other emission components. The car got much better mileage, had much more horsepower and significantly reduced maintenance costs. If there is no DPF and EGR, they don't have to be replaced. Another family member had a Mercedes diesel (W164), which over the years of ownership the emissions system required thousands of dollars of maintenance, by far the worst of which was the urea tank, which is a known problem. It was a very expensive part and it was very expensive to replace. After the third time it failed, they ended up selling the vehicle, but before selling it, they looked closely at removing all of the emissions components. The one-time cost to remove all of the unreliable complexity would have saved thousands of dollars of future maintenance.
Very good explanation of the EGR. Almost the first thing I did when I bought my 1986 Grand National was delete the EGR and have the chip burned to disable it. Now the EGR on my 86 is completely gone. There is a blockoff plate on the manifold where the EGR valve was located. I initially milled the EGR tower off my upper plenum and it was milled off the lower intake manifold when I had my stock heads ported and my lower intake port matched to the heads. Not only that the plumbing in the stock lower intake has had the EGR opening welded shut. Here recently I just purchased a PCV catch can and a catch can for removing the residue coming out of the valve covers. Knowing what I know now, I should have just put a couple of catch cans and keep the EGR system functional. On my 86 Grand National, it was really easy to remove and clean. Buy a new EGR gasket and put it back on. In some states, maybe only California, vehicles still have to have their emissions certified, even 1986/87 Grand Nationals so the EGR can't be deleted and people who live in that state have lived with them and probably realized that they didn't effect peak power anyway.
I've watched a number of your videos now. I just wanted to say thank you. I think you're one of the best educators out there in UA-cam land. Fascinating stuff!!
Thank you for the video. I'm from Russia, sorry for my speech. We have the same problem in our country. There are a lot of people who remove the EGR system. I completely agree with everything you said!
But I want to complement the words. Oil vapors that arise in the EGR system also lubricate the upper compression ring, so you can’t put the oil in the trash. The engine warms up faster due to the heat exchanger/ radiator EGR. The radiator cools the gases, but during a cold start the gases heat up the cooling system fluid. Deposits in the intake manifold do not affect the power of a diesel engine so much if they do not clog the channel at all. I have a 2013 Mitsubishi L200, diesel, common rail, the EGR system has not been removed, it has driven 320,000 km. At 290,000 km. Cleaned the intake manifold and EGR for the first time! I work as an auto mechanic, mainly repairing engines, and it is very difficult to explain to clients about the negative effect of removing the system. All people who want to delete are deceived and do not want to hear the opposite opinion. Good luck BRO! 👋👋👋
Do they sell the Pajero Sport there? I have a 2021 model, which has the 4N15 engine, the same as the newer Triton/L200. I'm considering turn off EGR. As the car sometimes feels very sluggish and the engine sounds louder than usual. Not sure if this is when the EGR is working to let exhaust gas in the intake 🤔
@@tuan.hoang_that's not the EGR causing that. It's actually the exhaust filters (dpf) going through a cleaning cycle. You can turn off dpf regen with a delete tune and then get rid of the exhaust filters.
@@tomtom1541 my pajero sport doesn't have dpf. It's euro 4 standard.
@@tuan.hoang_ that's surprising, your car was also sold in Europe and Australia with a dpf. Usually your EGR is always working once the engine is warm, unless you floor the accelerator. But you could check this using a scan tool to see if it's open or closed.
@@tomtom1541 yeah depending on the market but the 2021 model in my country doesn't have dpf, only since 2022+ models starting to have dpf due to regulations require Euro 5. I just did a full exhaust straight from turbo down to the rear end. The car feels a lot better, before I just had a tune with stock hardware and it felt like something was holding back. The EGR is next on my checklist, not sure if that's the right thing to remove.
We had a 1973 Ford wagon with 400 CID engine. The EGR was an add-on system with a plate right under the carburetor. The EGR aluminum eroded and caused two fires. Both needed the plate replaced.
I wish he had spent more time on these older systems and gas systems, also, how is just leaving it clogged any different from deleting it?
That's just galvanic corrosion. As the egr devise was definitely cast iron.
Yep. Galvanic corrosion.
This must be the most comprehensive video about EGR. You tell it so clear and without pause.
My previous car had the EGR warning light on most of the time in the last few years of it's 23 year lifetime, that was a Petrol Audi A2 from 2000...
Once again a clear, thorough, accessible elaboration of a process many are unfamiliar with. Information combats fear and reactionism. Thank you for a concise, understandable exploration of the situation. Never had intentions of an EGR delete, but this just gave me even more reason to be comfortable with that.
Taking on a highly controversial subject and kudos to you for doing so. As a mechanic I have had many frustrating moments working on those systems, however they were an important step in clean air. Modern petrol engine rarely have an EGR due to use of variable cam timing. Of course diesels engines still have these but it's just a part of the maintenance of the vehicle. The people that have the most problems are the ones who use tuners to roll coal and they deserve it anyway. Emissions can be a pain but I remember driving into cities like Denver Co or LA in the 90s and compare that to now. There is visibly much less smog than there was back then. Learn how to take good care of your vehicle and maintain it and you will have fewer t problems.
Thank you for being a reasonable mechanic. Every other mechanic I now or have argued with on the internet is just a complete moron when it comes to emission reduction systems. I don't how many times I've tried to explain to fellow technicians that egr alone is not what clogs up your intake but the introduction of oil vapors. With d4a I'm happy to now have a respected person to quote.
Seriously, I thought i was the only mechanic who wants to breathe clean air/cares a little about the environment.. props to you my man
@@Harry_Gersack you as well sir. I'm reality when you look at all the regulations that must be completed with our modern emissions systems are quite impressive on how well they work as well as their robustness.
@@curtisroberts9137 thx. I've actually haven't had that much problems with these systems. Of course if one fails they are usually hard to get to, but it's not like I jave to repair them day in day out
@@Harry_Gersack maybe your location? I'm in the salt belt and we also have a lot of gravel roads. The corrosion and dirt are very hard on evap and some other systems.
@@curtisroberts9137 I'm from Germany, we have lots of salt on the roads where I live. So also lots of corrosion on body and frame. But gravel roads are very rare here, so maybe it is because they rarely see dusty air that many engine components last longer?
But I'd say it depends mainly on the makes and models I'm working on. (Almost exclusively european and japanese cars) I'm guessing they put more effort in designing emissions related parts because they know they have to last longer. You have to do an emissions test every two years with the inspections, otherwise your "operating permit" for the vehicle expires. You can't just do an egr delete, decat or sth like that
PCV vent to atmosphere and EGR delete 😂
I was trying to not doing the above, until I overhaul my own diesel car engine...
it just a mess on my intake valve, intake manifold... most important the EGR actuator is full of carbon deposits as well :(
on a petrol car it is normally drawing a vacuum? ie junk into the engine if to atmosphere?
@@roberts8783 Dumbest thing I've read in the comments so far...
@@roberts8783 POSITIVE Crankcase Ventalation valve.
Thanks for the great explanation!
As a customer who hasn't yet been a first owner of a vehicle I definitely took note when you said that the modern EGRs usually last through the warranty period. Wanting reliability, and having ring clearances less than new seems like cleaning the EGR will become more and more frequent. And being so inaccessible... Easier to delete. Bummer they are so hard to get to.
Super video. We once had a 1997 Opel Astra Station, 1.6 l. 16V, bought in 2000 with 41.500 kms ODO. At 50.000 kms the EGR valve was blocked, and at 90.000 kms again. The engine wouldn't run in both cases. Both repairs were very costly (official dealer), but because I had a warranty agreement it didn't cost me a cent. But the unreliability made me sell it.
As always, you explain complex issues in a easy to understand way. That's a not so common gift 🙂
Really appreciate your well thought out approach, very informative and I keep learning so much from your work. Congratulations
Do you now Understand how Big the Egr Deception is ?
Thank you so much for clarifying this, so much debated Topic!..and for all the other hundreds of uplouds. Subscribed.
Bravo! Kao i obično, predivno si objasnio suštinu. Hvala!
Very interesting approach, this « displacement reduction system ».
A problem (wether it comes with the EGR or the PF) is manufacturers do not warn users about the way to manage this.
Many people sell their car because they get rid of alerts, and EGR or mass airflow sensors malfunctions, when it’s just that the PF failed to achieve its regeneration properly.
I've got a DI petrol turbo engine. To minimise carbon build up on valves I installed a catch can yes it does collect some oil, but after inspecting the intercooler after 50k km there is still a small amount of oil build up. For the sake of extending the time between needing to walnut blast the valves I have also deleted the EGR. This issue is also applicable to turbo diesel engines. The only way to guarantee no oil in the intake track is to delete the one way valve in the pcv and vent your catch can to atmosphere with a filter.
One thing to consoder is that pcv valves help pull a slight vaccum in the head which could prevent leaks from the valve cover gasket
Our 1.2 Tsi engine is on 145k miles and I don't think it has ever had the intake valves cleaned. It runs fine and doesn't misfire so they can't be too badly clogged.
I'd imagine doing longer journeys rather than lots of shorter journeys would reduce carbon build up. Some engines are worse for carbon build up than others.
The pcv delete/catch can setup causes positive crankcase pressure at idle and low rpm. You won't get into crankcase vacuum until you're well into boost.
You're likely much better off putting the pcv back on, and looking for an updated version of pcv that fits your engine.
My Yeti has the same engine. I hope I have the same good luck as you. I rarely use the car for trips of less than 15 km, so the engine always reaches operating temperature, but I'm not sure whether that makes any difference to the carbon build-up issue. I'm only at 99,000 km, so hopefully I don't have to worry about it yet...@@Xenon777_
@@jameshaulenbeek5931no. The more boost the more crankcase pressure. Every engine has blow-by and higher cylinder pressure the more blow-by and the higher crankcase pressure. Having the crankcase vent routed to the turbo inlet is what helps pull a slight vacuum on crankcase ventilation. Problem is most modern engines don't just have oil separators but now have crankcase filters that tend to cause restriction and can't flow well enough to not have crankcase pressure. I've been a diesel mechanic for 15 years and the stupid filter was the worst thing I've seen in a while. People don't know about it and don't service it and I've seen it cause so many oil leaks from excessive crankcase pressure all for keeping oil out of the intake this reducing "ash plugging" the DPF
THANK YOU for this. I cannot overstate how valuable this indepth information is to myself and other diesel owners who make large investments in their equipment. Please continue your channel!
Great video! A nuanced take on any subject is rare these days, so I’ve really enjoyed watching this (and subsribed ;-). Keep up the good work!
I'd like to see videos on the subsequent DPF (which is seen as a burden on diesels) and DEF/AdBlue systems (which require you to buy urea fluid for it).
This video is well-presented and detailed, giving me a different perspective on EGR systems.
I wonder if newer EGR systems take exhaust gases from after the DPF or if that's impractical.
I've watched 43 seconds and am already (and again as in every video) impressed by the way you express yourself. Really well done, this channel. Thank you and keep it up
Thank you for priming me to more fully understanding the EGR system and the reasoning behind it.
Thanks for a thorough and balanced and clear journey through this complex topic.
this is the best explanation of egr i have watched. on a 50-state (caliornia) build duramax 99-07, on start the ecm reads the maf, opens the egr then expects a lower maf reading. if the ecu does not read a lower maf the mil is illuminated. every 2 i take my truck for insp where all they do is check for codes and spin the fuel cap; $100 thank you very much. ive also read the ecm can detect a straight pipe/ removal of the "cat" by measuring back-pressure... best not to mess with it if you live in ca.
Unless your car isn't working right, you don't need to delete modern emissions controls. The horsepower-robbing designs of the past aren't used anymore anyway, because they have too much negative effect on fuel economy.
@@deusexaethera This point about horsepower-robbing is critical. Aftermarket exhaust kits almost never improve milage or power as the days of constricting exhausts are a long way in the past - in many cases straightpiping will lead to a LOSS of power and economy except at one specific endgine speed/load range
Thankyou for the information. I did not know about the peak power being unaffected and you have explained and validated all my concerns I have had about catch cans and egr deletes. Basically new engines are ok and like everything if you maintain it the issues are minimal. No need to consider expensive after market fixes and I can put that money to servicing costs.
Great video...I am impressed by how you analyze the pros and cons...and am now a subscriber!
You are making some of the most informative content on youtube. Keep it up.
I built a very high compression 350 chevy with a large cam. That 75 Monte Carlo. I had drivable problems. Hooked up an EGR and she was streetable and tamed the demons, drivability, even milage and speeds went up. Each engine is different.
Mikel
Should have used plenum pressure controlled water injection... perfect solution and even more power!
EGR / DPF delete gang here. Best decision I ever made. Way I see it, my car is like a lighting storm.
Kachow!
Great video once again, I love how you objectively explain things. Keep it up!
Your other videos have set a really high benchmark and this brilliant video has raised that again! The topic is right on point with my own current experience of removing a failed EGR out of a Land Rover Defender diesel. I decided not to replace it due to the maintenance burden of cleaning the intake manifold and sensors of soot. One downside tho is that the engine management system requires that I use an electronic EGR emulator (of my own design) plugged into the EGR electrical harness to prevent the ECM from throwing errors and periodically going into limp mode.
The thing with soot build up is that eventually, it leads to oil lines obstruction. I work in a specialized turbo shop, and one of the main reasons for them to fail is oil contamination and deficient lubrication.
Thanks for the info. Been turned off of EGRs after watching Junkyard Digs pull apart a V8 with just the first four cylinders coated in carbon.
I thought that was more from the auto-start-stop function: As far as i remember beign told, if you shut down the engine while the turbo is really hot, it makes the oil burn inside the oil lines of the Turbo and crystalize what's in it. So reving the engine high and then shutting it off (like many like to do to show off) or the constant start stop in city traffic would be the killers of a Turbo then.
@nirfz that is also true. When you turn off the engine, the oil leaving the turbocharger slows down almost getting stuck in it. If the turbo is too hot from being abused or from a long trip, the oil gets cooked and eventually damages the turbo bearings and rotor. In normal city use (when auto stop function is more commonly used) it isn't a problem. Also soot from the engine clogs variable geometry systems, making them fail. Not a catastrophic failure, but you need to open the turbo and clean it.
@@matiasnruffa Thanks!
Excellent point about pvc vapor combining with egr soot
Catch can is an option, so is venting to atmosphere, thus removing the sticky nature and keeping the intake clean on direct injection
Venting to atmosphere is going to dirty the oil faster. Typically the PCV has a source of fresh air from before the throttle body, then it pulls vacuum on the crank space when it's working after the throttle body. Usually they are on opposite ends of the engine, so the clean air has to pass through the entire crank volume to get to the suction port. That means the crank space air volume is replaced by fresh air so it's all clean. If you vent to atmosphere the only thing replacing the air in the crank space is more dirty blowby forcing the lingering dirty blowby out the vents, so there will always be dirty combustion byproducts hanging out and eventually settling into the oil.
@@pontiacg445 dirty oil is due to carbon getting past the rings, not clean air
@@pontiacg445This is why if you decide to vent into atmosphere you should install a filter into the hose. Granted it becomes yet another thing that you have to clean or swap periodically but at least your engine now inhales clean, oxygen rich air rather than the hot, oily air that is devoid of oxygen. External breather is a performance mod of sorts, a small one but measurable.
@@pontiacg445 you dont really understand how engines work, sorry. Venting to atmosphere is literally venting the shit that ends up absorbed in the oil.
Atmosphere is the only solution.
Pozdrav nisam do sada shvatio da si iz BiH. Svaka cast na kanalu i sadrzaju.
This was a very thorough explanation, and your perspective on the issue was eminently reasonable and balanced. On other words, excellent as always!
I think a video on diesel regen systems would make a great follow up to this one.
i had a vw polo sdi 1999 and removed the egr and the butterflyvalve. the egr was cloged up and the intake manifold as well, cleaning it increased the performance..back to what it once was ;)
knowing what i know now (thanks to you) i would have cleaned it and left it active.
but i think my 1984 jetta doesn't have egr..so nothing to worry about than.
thanks for schooling us
This is by far the best YT channel when it comes to actual science. EGR is also important for DPF regeneration cycles. So if you remove the EGR, the DPF burn cycles might not work as they should and as a end result, might clog the DPF.
it's actually the exact opposite. Egr feeds the dpf soot. without it and with a nice tune, the car can actually work with the dpf without blowing up the engine.
I think you are right. The EGTs would be higher, permitting easier passive regen cycles@@spiki_x6863
@@spiki_x6863 Correct, I had the EGR deleted on my car. My distance between regens increased from 366 miles to 2,000 miles. I had less soot and better Fuel Economy. Also my car had the SCR system which consumed more DEF to lower NOx.
Where i am from If you are getting rid of the egr the dpf filter also leavnig with it, it is just a 10,000 dollar liability. It is leaving with it for cost of maintenance and safety some people i know have had to put out fires stated by regens
EGR also dramatically speeds engine warmup.
Bro that was mind blowing!!! Great show for sure!!!
Loved it man! I know you are getting a little burnt out on the topic but this is helpful to a lot of people that want to tune or increase performance but do not have the background or education to make the right call. Love the content! Thank you.
One of the bigger issues was not brought up. Exhaust gas restriction in the exhaust manifold. Of course not all cars are the same but there are definitely quite a few that when you remove the EGR pipes from inside the exhaust manifold the engine runs much freer.
My 89 460 has the EGR blocked off because my aftermarket EFI install book instructed me to do so. It doesn't have any way of properly utilizing the EGR system or compensating for it so it had to go. My goal was to build a powerful engine for pulling trailers which is what I did and MPG was extremely low on the list of concerns. That being said it is good to know how that system actually operates.
Nothing burns cleaner than an engine that is tuned and breathes properly. Egrs and emissions are just a way of politicians to scam everyone over climate change.
The fuel injected 460's were capable of pretty good mileage with all the emissions stuff removed. I regularly got 14 mpg with my F250.
You've again delivered another information-rich, easily understood video. Love your work.
You present the information so well and clearly. Great graphics and a good presentation. My old diesel wagon has had the delete done. My newer diesel wagon which is common rail and fully ECU controlled I am not going to mess with. As you said to I will just remove the EGR valve regularly and clean it
I did the oil catchcan and egr delete for N47 engine. The egr is still present with a plate on the exhaust post. In the ECU i just set the air to exhaust set to 100% air, so the system would not want to open anyway.
I did this because of high milage and when i did some massive overhauling (removed the engine, changed timing chains, cleaned injectors (since they were out anyway), and after cleaning the intake.. man i have nightmares still. )
Also the catchcan just breathes into the air.
Now distance between regens of DPF is longer
Theoretically it means it runs hotter.. but the cooling system should keep up, as it was designed to keep up even at 100% load with no EGR anyway.
It also improves emmisions from the periodic techicval inspections (MOT) point of view that is measuring the opacity of the exhaust gases (for diesel).. so removing EGR improves the opacity test.
The only thing a goverment should do is to maintain the limits not only for the manufacturares but for techincal inspections as well with more toleranhce with respect to age.. some formula or something. As soon as the MOT/or whatever is called will check NOx concetration in diesel engines, then the egr's will be no longer deleted (in theory).
Measuring NOx is tricky. At high loads NOx is greatest and no EGR. So weather the EGR is deleted or not, it will should roughly get the same value. The real NOx increase is at partial loads. It could be done.. to make a test of diesels not at full rpm but partial loads. Partial loads can be hard to reproduce and is a function of the load not just the rpm in neautral.. so equiping MOT station with dynos is not feasable.
The opacity of the exhaust at least checks for major faults (like leaky injectors that will be a soot machine, or blown turbo seals that spews oil in the dpf and intake causing massive amounts of soot and black smoke) and if the ecu values/sensors/formulas are not messed up and still provides accurate burn control
I've heard there are some checks to see if EGR is still present at MOT.. mine is still present. And it can be reactivated with ease if needed. For now it remains deactivated for me.
I do love the moral justification "it was designed to keep up with 100% load and no EGR".
Where i live the exhaust gasses were measured every year as part of the road worthy check and deleting the EGR or DPF would mean to not pass the tests. (the emission ratings the car has to achieve depend on when the car-engine combination was registered to be on the market by the manufacturer. So a 20 year old car does not need to fullfill EU6 but what was the norm back then...)
Thing is, that exhaust check is nowadays done via onboard diagnosis and not via measuring sensor in the exhaust anymore. (as modern cars conveniently present the numbers for the workshop) And that's how some people get away with those deletes where i live.
At least until they get checked by police at some point (or they are lucky and don't). But the risk is there with DPF deletes, as cars start to smoke black that shouldn't. And they do check by measuring, and if they find a DPF delete, the car is off the road and it gets expensive.
I had an issue with my last car, it would underperform around 3 miles from home every morning and produce large amounts of grey smoke. The diesel engine had 9000 miles from new when it did this, I found the issue myself and it was caused by a failed vacuum solenoid that operated the EGR. Pulling the tube off the EGR resulted in a P0401 code being set, so the ECU knew it was disconnected, but how?
WELL, I set about finding out and discovered that it compared the values of the MAF and MAP sensors when the EGR was commanded and expected to see a differential between them because it had effectively created a bypass loop, so I blanking off the intake pipe from the exhaust to the EGR valve because it had almost completely blocked the inlet pipe and manifold with a black substance that resembled boot polish. I had to remove the manifold and clean all this shit out which took hours that I didn't have.
So guys, never mind politicians who know fuck all about anything let alone car engines. Get these things out, or blocked off asap and prevent them from damaging your expensive vehicles.
This is one of the best presentations on EGR design and function, and we have saved it for future reference.
Your explanations benefit from occasional pauses for summary, and they are much appreciated.
Most drivers do not use diesel engines, however, and a fuller discussion of gasoline EGR systems is needed. For example, can gas engine owners actually clean their EGRs effectively, rather than replace them?
Thanks for another informative vid. I blanked off the EGR valve on my 2005 2.5l, five cylinder VW T5. I didn't notice anything other than fuel consumption improving slightly. This was proven by my fuel consumption records over ten years (same 3000 km journey, same vehicle, six times a year during similar dates). The fuel consumption went back to normal after a while and I found that the aluminium blanking plate that I'd made and installed had burnt through.
It's a real shame that these devices are causing engines' service life to be reduced, now that manufacturers have learnt how to make the rest of the engine last.
Excellent informative video. Thank you and keep 'em coming! 👍
Did I get that right?
The EGR allows to mix exhaust gases with fresh air/fuel mixture. That is, an open EGR reduces the level of air/fuel mixture in the combustion chamber, meaning there is less energy for combustion, therefore it becomes less hot and finally NOx emissions improve as a result. Correct?
If so, then the EGR does nothing but control volumetric efficiency. Still correct?
But what's the difference to the throttle body then? I can get the same effect by having a half open throttle, can't I? Well, of course at the cost of increased pumping losses. But would that justify an EGR (which has some disadvantages on its own, too)?
Outstanding. I didnt understand how it all works, and why. Thanks for putting this together!
I was planning on cleaning my V40 D2 AGR system, I will do it in short notice now for sure! Thnx!
Once again, most informative, thanks 🙏🏻
I got a brand new 2019 hilux with a 1GD-FTV diesel and decided not to add a catch can or do an EGR delete because i figured the engineers at toyota know what they are doing. Did my own research too and concluded that its best to not tamper with the engine, this video further reinforces my decision. 65,000km and running flawlessly. I don't plan to ever sell my truck.
Kusheen was here...
take it for long drives from time to time. short drives create problems mostly for modern engines
nah you can block the EGR that's fine
BUT don't touch the PCV system on these engines its very sensitive and the oil vapors that a catch can would hold back actually help clean the intake
Because its toyota
I have a Hilux with the same engine, the timing chain stretched and had to be changed, the starter had to be changed and the DPF clogged twice. All before 85.000km.
Thanks, great video! I'll admit that I was wrong about EGR on petrol engines, and will now keep it installed on the engine I'm currently preparing for my Honda Prelude.
Another excellent tutorial.
There is another use for the throttle valve on modern diesel engines, the ECU can close the throttle valve in an attempt to deal with a diesel runaway event (which is very rare).
Up there with one of the best channels on UA-cam, automotive or not.
15:42 It also allows you to stop a runaway simply by shutting off the engine.
Which will never happen if you properly delete egr because your turbo is no longer the first thing to fail.
How runaway is even possible with modern motors? If amount of fuel is controlled electronically, and you shut off engine isn't that enough to stop runaway because injectors stop spraying fuel? I don't get it...
@@Felix2417425 if oil makes it's way to the intake, by a blown turbo for example, the engine begins to run on that oil.
@@Felix2417425 Diesels don't usually run away on diesel, often a seal somewhere fails and begins feeding the engine oil. Diesels will run on nearly anything, and they're compression ignition, sooo... Yeah, that can cause problems sometimes.
@@gearloose703 Wrong.
What a cool video! I always frowned upon the EGR since it's function was never explained. All I ever heard was the generic claim of "reduce clutter and improve performance!" Now however, I can really respect what the humble EGR system does for our pockets AND our air!
Love you're vids man
Keep up the great work
I deleted the EGR on my very old diesel AUDI. First the entire intake system was clogged and then the Valve itself was damaged and needed to be replaced. Also was observing the stock ECU duty cycle for the EGR vacuum solenoid and it was opening pretty much only at idle. Anything above 1800rpm EGR was 0%. Even at highway cruising it was at 0%. I am driving 90% highway , so It didn't make sense to me to spend money on emission system that made no difference in my use case.
I think it wasn't working properly in your case?
It’s illegal to remove the EGR system in some countries, including mine, and will result in the vehicle failing annual inspections and voiding warranties with a warning registered against the Vin number.
right, but whos gonna check if the egr is working or not lol
Oh its illegal in the US too, but not all states do emissions checking. Besides if its a 20+ year old car warranty is not a worry either.
They won't know as long as it's been reprogrammed to not light the check engine light and it still passes the emissions test. Every instance I hear about where DPF and EGR is disabled still passes the EU emissions test.
@@tahustvedt I don't know about "EU emissions test", but in my EU country we do a periodic technical inspection and the only "emmisions" they check there for diesels is... the exhaust gas opacity... against the manufacturer numbers. The numbers are pretty lenient to begin with and the fact that only the opacity is checked makes it incredibly easy to pass the test even with DPF+EGR off.
@@LAndrewsChannel In Germany on the other hand nowadays also quite new diesel cars (between 3 to 5 years old, with up to 60Mm) sometimes fail the emissions test, as it has been updated.
Very good. Long and hard to sit thru,, but curiosity held me hostage. Thanks.
This is a great video. I don't have an opinion because I wasn't aware of it. However, I do like this video for it's content because it's very informative (great diagrams and pics) and you seem to be very unbiased and accurate. Good stuff!
Even as a 37yr career mechanic, I always find your videos & detailed descriptions are excellent explanations which provide even more clarity to those who already understand the fundamentals.
Always love your videos, super helpful!
A lot of 💎💎💎 new knowledge, thx D4A !👍
I have been wrenching on all types of cars for 30 years. I enjoy watching explanation videos even though 99% of the time I already fully understand exactly how and why a particular system works. So I don't often learn much if anything from videos like this. But I did today. I've known exactly HOW an EGR worked for years. But I didn't realize until watching this that while I mostly understood the "why" I actually didn't FULLY understand the WHY. Outstanding video, also I just realized I wasn't sub'd to the channel... I am now.
Best exsplaner on egr. Thanks for not bashing emmisions equipment for it's own sake. I've done through reserch on the topic even going as far as to read a few papers and this is all great. I wish more peaple would lissen to you.
Thank you for this very clear exposé.
I've (had) deleted an EGR system twice:
First, in a somewhat older diesel with a vacuum actuated regulater and an EGR intercooler (an Iveco Daily IV engine). The vacuum thingy started leaking, the vacuum ducts then got clogged with soot, and the heat exchanger got clogged with oily soot anyway, so the whole thing got pretty over-expensive. The car being a remote desert 4x4 proposition (an Iveco Massif) lead me to have the whole trouble deleted.
Second, in a fundamentally older type of diesel, my current Toyota 1HZ, an EGR had been introduced in an earlier phase when the car was imported from somewhere on the globe into Germany (and then into the Netherlands). For legal reasons the indirect injection / relatively low pressure diesel engine was outfitted with a rather superfluous EGR system which had already broken down completely when I purchased the car. When I recently had a low pressure turbo fitted, the mechanics noticed the disfunctional ensemble and removed it, to my relief. Again, I am travelling to rather remote parts of the world with the car (a Landcruiser HZJ78 Troopy) and can't have unreliable and redundant nonsense obstructing reliability.
The point being: I totally get where you're pointing to with your presentation. And in my specific situation it totally makes sense deleting the EGR system . Yet is is not Satan in Metal: is has it's place, it does the job (when implemented in the right way and when maintained correctly), but it has no rational place in my vehicle.
So, that's my reasoning.
Great video, very well explained. On my 2004 BMW 3l Diesel we serviced the intake manifold after 16y, 160000km. It had a carbon build up of 5mm everywhere, but mainly at the main intake of the manifold and more at front section. Cleaning of the AGR, the entire manifold, taking out of 6 butterflies and replacing with covers. Programming the ECU to the lowest level of EGR. ……. AND replacing that stupid OEM PCV system. A ridicolus mini cyclon system, which is never usefull to retain any oil moisture. I filled that case with PU foam, similar as it‘s used in racing car fuel tanks or blow-by boxes. This works since 4y, manifold intake is almost oil dry (much much better than before).
The throttle response is obviously better on daily driving with small throttle stroke and lighter revving up. Ca. 10% better fuel consumption.