Can I get rid of tyhe EGR valve?

The EGR dilutes the fuel air mixture with exhaust gasses to reduce combustion chamber temperatures thereby reducing detonation (pinging) while lowering NOX emissions. The engine will actually have more power with the EGR disconnected or blocked off. It is only used when the engine is warmed up and under a load so it can not affect idle and having it stay closed during acceleration can only help with more power, but you may wind up with piston damaging detonation if you don't back off on the timing or use a higher octane fuel.

| EGR dilutes the fuel air mixture with exhaust gasses to reduce | combustion chamber temperatures

In your dry air, what cools combustion is the water vapour in your exhaust gases ( which is hot, so unless cooled to nearly same tmprtre as air intake, cannot cool combustion just because its CO2 is inert ). EGR in humid air w-o added cooling, is a nightmare ; air intake is already humid, so EGR w-o cooling can only heat up combustion, i.e. produce more NOx My honda F20A ( when used on flat land, w-o steep climbing ) 's max water tmprtre dropped by ~8ºC ( fr 75 to 67ºC ) w-o EGR, torque rose 5 & 7 % from disabling valve & solenoid.

What are you talking about? Adding an inert gas to any fixed volume combustion process will indeed lower the combustion temperature as long as all other variables are the same. Water vapor has little or nothing to do with it. Exhaust gasses contain almost no combustible gasses, and diluting the air/fuel mixture with it simply means you will have less combustible fuel in the combustion chamber. Less fuel to burn means less heat produced by the combustion. NOX predominately occurs under high heat and compression, so it WILL be reduced if the combustion temperature is reduced, as long as all other variables remain the same. After all, deceasing NOX is the primary reason engineers add EGR to modern vehicles. Of course, disabling the EGR on some computer controlled engines may cause the computer to compensate by altering air/fuel ratio or other variables, so the end result may be different.

I doubt that will worry him too much in a demolition derby car -- at least not if he meant that literally.

Don

Yeah, I wondered if he meant that literally or whether that's just how he thought of his old beater. I also wondered if he meant EGR literally or maybe that's just how he talks about his PCV.

-jim

I meant it literally.

It's a real demo car and I meant the EGR valve.

The symptoms you have described don't fit with plugging off the vacuum connection to the EGR. So maybe you have identified the EGR correctly or maybe not but either way the EGR probably isn't the source of your problem.

The EGR is an important part of getting a long extended life out of an engine. In the short run it doesn't really matter much. Since all you have is "the short run" I wouldn't worry about the EGR. Figure out what's really wrong with the engine.

-jim

| Adding an inert gas to any fixed volume combustion process will indeed lower | the combustion temperature as long as all other variables are the same. But exhaust gas is far hotter than ambient air intake, so engines with internal EGR

added cooling of exhaust gas piped into inlet manifold, will havecooler combustion from less fuel burnt, but hotter air intake ( notjust from the exhaust gas entering cylinder head, but from a hotterinlet manifold too ). 'm sure external EGR with cooling works far > internal EGR w-ocooling.

| Water vapor has little or nothing to do with it. Water vapour absorbs heat to become steam.

para 7.11 "An increase of absolute humidity of 1.0 g water/ kg of dry air lowers the octane requirement of an engine by 0.25 - 0.32 MON" para 7.12 "a 10% water addition to methanol .... reduce NOx by 25%"

| disabling the EGR on some computer | controlled engines may cause the computer to compensate by altering | air/fuel ratio My F20A 's fuel ratio was not altered by ECU ; visible via O2 sensor' s voltage ( same before & after ).

| or other variables, [i] spark timing remained the same ; F20A has a distributor ( position of which determines timing ).

[ii] sparks were bigger after my EGR valve & solenoid were disabled, so combustion is faster & more complete [iii] more air incl O2 enters cylinder head & oxidises more fuel, [iv] air intake is then less humid, so combustion should be hotter, yet water tmprtre dropped, entirely because air intake is much cooler.

| so the end result may be different. Internal EGR in humid air is worse than useless : my F20A's water tmprtre drop proves this.

You haven't proven anything but that your car is probably going to end up in the junkyard sooner than most. The temperatures you gave for your engine are well below what is optimum. It's been known for well over 50 years that alone will shorten the life of your engine. Your other claims have similar flaws. Engine efficiency also translates into extended engine life. Simply stuffing more fuel and oxygen into each stroke of the engine isn't good for your pocket book in the short run or the the long run.

-jim

OK, I see... The Detroit engineers got it all wrong and you have finally proven it. BTW Water cooled EGR was tried By Ford and proved to be a big mistake.

| Water cooled EGR was tried By Ford and proved to be a big mistake. Why ? I'm sure air-cooled external EGR ( similar to intercoolers used to cool turbo chargers' compressed air ) can already work far >

internal EGR can.

In your dry air, can a F20A 's water temperature be reduced by its internal EGR (

) w-o added cooling ?