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I think that for it to be a proper delete the only concern is the egr map, if you know someone that can change this so that it doesn't come into play,I think you should be good, on the eu3 you can also run maf less if you want, but you need to disable it in map, but I really think that if possible they should be left alone , the engine will run better and theoretically more efficiently with airflow inputs from the maf, not just the map sensor
Cheers
James
On the EU2's the MAF controls EGR only, so if you've have EGR removed, and the solenoids unplugged the EGR will turn off after around 20-30 seconds and stay off until the next start. EGR is used to reduce amount of oxygen in the cylinder under certain conditions, and this tends to reduce fuel consumption. So deleting EGR will definitely increase consumption, and emissions.
For EU2 if the EGR is still connected you really want a properly functioning MAF.
On EU3's the MAF is used as the primary method of calculating airmass in the cylinder. This value is mainly used to set the maximum inject limit for a given amount of available air. If you unplug the MAF the ECU will fall back to using the MAP/IAT to calculate the same airmass parameter.
The downside of unplugging MAF is considerable. The EU3 uses different smoke limiters for High and Low range, and the high range limter consists of two maps that are used to improve drivability - basically the ECU ramps between the two maps over a short period (1-2 seconds) to smooth transitions. If you disconnect the MAF the EU3 "dumbs" down a EU2 style smoke limiter - a single map for both high and low range.
In addition there is a 20-30second timeout of the MAF, so when you first start the engine there is a short period where the throttle doesn't respond. Once the MAF times out, throttle starts responding.
There is information on how to modify the variant map to remove the MAF timeout on my site. But I'd stress that the main reason that information exists is due to requests from off-road racers who found the timeout a major issue. It's not intended as a clever hack for cheapskates with EU3 motors - you are far better off with a properly functioning MAF .
And no the TPS voltage into the MAF is not smart. The TPS has a linear curve, while the MAF doesn't.
You will never get an accurate reading by this means. It's actually worse than running a bad MAF.
Hi James,Quote:
Originally Posted by shack
If you really want a EU3 de-egred the best option is to use a ROW base map.
These have all the tables setup for operation without EGR.
Jose was using ROW maps as the basis for his tunes, and then seemed to switch to copying the relevant ROW tables across to EU base maps.
Not sure what he is doing on his recent tunes.
cheers
Paul
Hi Paul,Quote:
Originally Posted by OffTrack
So with that all in mind, I have a couple maps I have already "tuned" so would like to keep using them, I notice that there are about 6 egr related maps on an EU2, and possibly the same on an EU3, is it a matter of simply "maxing out" the egr base target flow, or is work needed on the other maps as well?
Cheers
James
The EU2 ROW maps still have EGR enabled so there is less to gain - although I have it on good authority ROW maps are believed by some LR specialists to be better for Australian conditions.Quote:
Originally Posted by shack
If you look at the base EGR map in a EU3 ROW you'll see it is exactly the same as the Euro tunes despite the EGR being inoperative.
Maxing out the base EGR - which is the common disable on Euro//EU2 tunes - raises an operating point to a level where the EGR solenoids don't actually operate. So it does stop EGR valves opening.
A cleaner way to do it is to turn off the "switch" that enables the EGR code.
Done this way all the EGR code is skipped so it's a complete bypass and reading the ECU settings with the Nanocom will show the EGR as disabled.
cheers
Paul
Ok thanks for that.
Cheers
James