EGR Blank on 08 TDV6

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Originally Posted by Dougal

What is the failure mode of these valves?

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Reports indicate that the valves on the 2.7 usually corrode which either causes the mechanism to jam or something breaks due to another jammed component. I don't know whether the corrosion is due to exhaust gases getting past the valve stem or whether its caused by water ingress. The primary indication of a failure is that the valve position signal doesn't change as expected by the ecu. I haven't heard about any 3.0 valve failures yet, noting that the valves are not the same as used on the 2.7.

The TD5 ecu had a flag for EGR fitted/not fitted probably because of at least 1 market where no EGR was fitted to the engine (South Africa IIRC). The remap used on my TD5 could not be changed to set that flag off but I suspect only because no ecu programmer had bothered to make it configurable. A similar flag for the 2.7 & 3.0 would be nice.

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Originally Posted by Dougal

It's futile in the fact that the ECU will be reading pressures and temperatures from several different sensors to check the EGR is working. Being able to blank it without ECU error codes will be virtually impossible.

Fitting a blanking plate with holes drilled is pretty much a waste of time.

But regarding the EGR crud that builds up. I have experience with this in my own vehicles, the worst is found in my non-turbo diesel which was plugged to about 30% open area on some intake ports. One owner in europe with the same base engine as my non-turbo but turbocharged with commonrail injection has found virtually no build-up. The cleaner the engines burn, the smaller the problem.

Given the 26,000km oil change intervals on the current engines and the fact they meet euro 4 without a DPF, I would expect them to produce very little soot and very little EGR paste.

What is the failure mode of these valves?

Anyone who is advertising remaps for these engines should be able to map out the EGR function. If they can't, they are likely just selling maps produced by someone else.

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I have done 400kms with my EGR's blanked..no holes drilled anywhere and the butterfly removed, and had 1 fault logged , which is the 1 I have commented on.
Today I tried to activate a fault by trying to get the effect of egr working, which im told if you back off the accel for 6 sec it will cause the egr to activate. but I failed to get a fault reading.

I was under the impression that the oil change interval on the D3 is 15000kms not 26000, but reguardless of that, I know how much krud I cleaned out of the inlet side and what I could see in the manifold that makes me believe that blanking the EGR must be doing more good than harm.

As for the re-map you are most likely correct , but on the UK site , the BAS guys have yet to comeup with a software fix for EGR from what I have read.

Cheers Ean

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Originally Posted by Ean Austral

Today I tried to activate a fault

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You could try replicating the conditions that existed when the fault occurred. However I can't see what recreating the fault achieves other than provide a basis for testing further modifications (eg refitting the butterfly) to see if the fault still occurs under these conditions.

Backing off the accelerator totally would be expected to cut fuel altogether (confirmed for my 3.0 by the instantaneous fuel consumption display) meaning there's no advantage in recycling exhaust gas so perhaps EGR is not activated under these conditions.

Dougal, its obvious that you dont own/drive or repair the 2.7 TDV6 , If you be ever to pull the the entire inlet tract down you will see why the removal of the EGR system ,that in fact doesnt do anything for NOX in diesel anyway, is an essential thing to do to guarentee a much longer life from the engine . Seek and thalt shall find !!! AS the removal of the EGR system ,IS easy and harmless to the Pre 2007 models .the change from the Siemens ECU to the Bosch one around that period has got some more software/algorithms to warn of non-operating EGR .Perhaps its only there to meet some Euro Pollution requirements Euro3 toEuro 4 ? Whatever !
Good on you EAN for giving it a go !

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Originally Posted by 400HPONGAS

Dougal, its obvious that you dont own/drive or repair the 2.7 TDV6 , If you be ever to pull the the entire inlet tract down you will see why the removal of the EGR system ,that in fact doesnt do anything for NOX in diesel anyway, is an essential thing to do to guarentee a much longer life from the engine .

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EGR is there primarily for NOx, the secondary feature is faster engine warm-up.
Why do you claim it does nothing for NOx in diesels?

I don't own or drive a 2.7 TDV6. My experience here is with diesel remapping and ECU/sensor behaviour.
Graeme, the EGR won't be a flag in these bosch ECU's, rather a series of maps which need to be first found, then understood and altered. There are hundreds of maps in a modern commonrail diesel program, it could take weeks to find and sort out.

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Originally Posted by Dougal

it could take weeks to find and sort out.

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and then a bit more...

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Originally Posted by Graeme

and then a bit more...

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The first diesel ECU I remapped is quite basic and has a little under 60 maps. I spent about 100 hours digging through hex files to find, identify and label those maps before making any changes, but it was an ECU with no "map packs" available.

The more common ECU's through Swiftec or Winols you can purchase map packs (damos etc) which find and label the known maps. I don't know if these are available for the 3.0 TDV6 yet, but if remaps are being sold then at least one tuner knows the layout.

Bell Autos in the UK are doing a re-map for the 3.0Lt.

I spoke with Ritter Landrover in Melbourne the other day. They have someone in NSW working on a re-map as well.

From what I hear, a re-map is safer then a chip.

Cheers, Craig

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Originally Posted by Graeme

You could try replicating the conditions that existed when the fault occurred. However I can't see what recreating the fault achieves other than provide a basis for testing further modifications (eg refitting the butterfly) to see if the fault still occurs under these conditions.

Backing off the accelerator totally would be expected to cut fuel altogether (confirmed for my 3.0 by the instantaneous fuel consumption display) meaning there's no advantage in recycling exhaust gas so perhaps EGR is not activated under these conditions.

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My main purpose is to see if it is going to be a continuos problem, then if thats the case I will just reconnect the EGR system and be done with it.

Will see how it goes over the next few weeks.

Cheers Ean

You could always do what the Yanks are doing ,and re-route the EGR gas through a Cyclonic Particulate filter , acually I think the Ford Territory with the TDV6 does ?
Dougal , y feeding the lower oxygen exhaust gas into the intake, diesel EGR systems lower combustion temperature, reducing emissions of NOx. This makes combustion less efficient, compromising economy and power. Diesel EGR also increases soot production, though this was mitigated in the US by the simultaneous introduction of [ame="http://en.wikipedia.org/wiki/Diesel_particulate_filters"]Diesel particulate filter - Wikipedia, the free encyclopedia[/ame].[6] EGR systems can also add abrasive contaminants and increase engine oil acidity, which in turn can reduce engine longevity.[7]
Though engine manufacturers have refused to release details of the effect of EGR on fuel economy, the EPA regulations of 2002 that led to the introduction of cooled EGR were associated with a 3% drop in engine efficiency, bucking a trend of a .5% a year increase.[8]