Printable View
ILT - inline throttle, a butterfly that is closed under vacuum control to block fresh air causing more exhaust gases to be ingested on later TD5s.
I used very light throttle idling through underground car-parks so that the rattle would make my presence known.
Ok this is a bit weird,
I fitted a snorkel last night and swapped the old MAF with a spare I had lying around - just to test if it was a good one
The Clatter is totally gone, she's very civilised now. The new MAF reads 45 on idle compared to 55- 60 of the old MAF
It certainly wasn't induction noise related, so not sure if the snorkel fitting has any relevance.
EU2 mafless tune on a bastard NNN500250 ECU < but was doing it before on the old msb ecu
*Just went for a long drive, got the engine good and warm, still clatters - but now at a MAF reading of > 50.
old MAF 55 = quiet > 60 = noisy @ idle
new MAF 45 = quiet > 50 = noisy @ idle
So it cant be the MAF causing it - has to be something else. which makes sense as it's an Eu2 tune.
I've got most of my information and understanding of the EGR operation on a TD5 from offtrack, his knowledge on it and all TD5 info is exceptional...Quote:
Originally Posted by Discosux
There is a thread on here somewhere discussing EGR operation, search for that.
The lack of EGR won't damage your engine, but it may use slightly more fuel, and also prevent the intake clagging up to a reasonable degree.
The clatter?
I'd forget looking at airflow and check what the rpm is with the clatter, Also check if the clatter stops at a different rpm on lift off than on Accel.
Hope that makes sense.
No EGR will result in less fuel used and better throttle response and your engine will love you for getting rid of it.
My info would suggest more fuel used due to the non reburn of exhaust gases when coasting, do you disagree with that?Quote:
Originally Posted by Graeme
That's a genuine query as well!
No, I don't agree due to the theory and the experience of getting significantly better fuel consumption after EGR was disabled. Lighter throttle is required to get the engine to do the same work because combustion is more effective.
What engine was that though? Newer ones possibly behave differently due to tighter emissions requirements.Quote:
Originally Posted by Graeme
Unfortunately (I guess) I don't have one with the EGR still installed to check fuel demand with EGR active vs not.
I'm not dogmatic on this either way, was just curious as to reasoning.
Cheers
James
Hi mate, the rpm does not change at all, rock steady at 740rpm with and without clatterQuote:
Originally Posted by shack
But the ECU is doing something with the fuelling to cause a higher airflow reading when she clatters.
Crazy how it can suck more air yet retain constant rpm
Light acceleration it clatters if already in a clatter state, Heavy acceleration it's good
Lift off - I haven't noticed
I realise EGR is buried deep in the program and not tweakable.
If it's just an egr issue - I can live with it. But if there's a hack to fix it I'm all in on that
A Toyota mate reckons the injectors are NBG. I doubt it though.
Funnily enough, I haven't tried it yet with the MAF unplugged - From my understanding all the MAF did on eu2 was supply an input the egr control?
I dont think you can correlate lighter throttle with anything meaningful on a fly by wire ecu.Quote:
Originally Posted by Graeme
The computer would have a large say in the actual fuelling.
I do like the idea of feeding an engine waste NOX, but yeah, not with all the other stuff in the exhaust
There's a UK mob selling a mini fuel computer for the TD5, gives instantaneous fuel readings and average and a few other things. Pretty cheap unit as well
2 TD5 D2s spanning 10 years of ownership.Quote:
Originally Posted by shack
Fuel consumption was reduced when cruising at highway speeds without EGR operational and light throttle response at those speeds markedly improved, which is likely the source of the reduced fuel usage. I didn't remove EGR hardware to reduce the restriction as I wasn't trying for maximum performance, only driveability and reduced carbon build-up in the inlet tract. On the 03A I used the ILT valve as an anti-theft device as well as using it to stifle the engine if oil pressure was lost, as with the ILT closed the engine would only idle, stalling if the throttle pedal was pressed.