o prk d tirar a EGR???
- Thread starter in-fusion
- Data de Início
Estamos cá para nos ajudarmos uns aos outros. :claque:
Será que alguem me sabe esclarecer esta dúvida?
abraço
Será que alguem me sabe esclarecer esta dúvida?
abraço
eliminando a egr vai diminuir os vapores de óleo no ccv é isso?
tenho de verificar..
para já posso dizer que a fundo baixou cerca de 5ºC a temperatura da águs (vi no vag-com)
Quem tinha razão??? Quem era???
Ando a dizer isto há um ano... Até que enfim alguém se lembrou de medir com o VAG-COM...
Liga-me amigo!
Abraço
Pelo contrário, ao retirares os gases que são enviados de novo pra admissão
(que vêm quentes) vais diminuir a temperatura do oxigenio que chega ao cilindros, logo a combustão é mais fresca e assim vais diminuir as EGT´s...e assim perservas mais o turbo e ainda tiras mais proveito do intercooler!!!
http://en.wikipedia.org/wiki/Exhaust_gas_recirculation
Aqui tem uma pequena explicação do funcionamento...em relação aos Diesel:
EGR in diesel engines
In modern diesel engines, the EGR gas is cooled through a heat exchanger to allow the introduction of a greater mass of recirculated gas. Unlike SI engines, diesels are not limited by the need for a contiguous flamefront; furthermore, since diesels always operate with excess air, they benefit from EGR rates as high as 50% (at idle, where there is otherwise a very large amount of excess air) in controlling NOx emissions.
Since diesel engines are unthrottled, EGR does not lower throttling losses in the way that it does for SI engines (see above). However, exhaust gas (largely carbon dioxide and water vapor) has a higher specific heat than air, and so it still serves to lower peak combustion temperatures; this aids the diesel engine's efficiency by reduced heat rejection and dissociation. There are trade offs however. Adding EGR to a diesel reduces the specific heat ratio of the combustion gases in the power stroke. This reduces the amount of power that can be extracted by the piston. EGR also tends to reduce the amount of fuel burned in the power stroke. This is evident by the increase in particulate emissions that corresponds to an increase in EGR. Particulate matter (mainly carbon) that is not burned in the power stroke is wasted energy. Stricter regulations on particulate matter(PM) call for further emission controls to be introduced to compensate for the PM emissions introduced by EGR. The most common is particulate filters in the exhaust system that result in reduce fuel efficiency. Since EGR increases the amount of PM that must be dealt with and reduces the exhaust gas temperatures and available oxygen these filters need to function properly to burn off soot, automakers have had to consider injecting fuel and air directly into the exhaust system to keep these filters from plugging up.
@ntóniu
penso que seja esse tubo como demonstra a foto em anexo.
abraço
Aqui tem uma pequena explicação do funcionamento...em relação aos Diesel:
EGR in diesel engines
In modern diesel engines, the EGR gas is cooled through a heat exchanger to allow the introduction of a greater mass of recirculated gas. Unlike SI engines, diesels are not limited by the need for a contiguous flamefront; furthermore, since diesels always operate with excess air, they benefit from EGR rates as high as 50% (at idle, where there is otherwise a very large amount of excess air) in controlling NOx emissions.
Since diesel engines are unthrottled, EGR does not lower throttling losses in the way that it does for SI engines (see above). However, exhaust gas (largely carbon dioxide and water vapor) has a higher specific heat than air, and so it still serves to lower peak combustion temperatures; this aids the diesel engine's efficiency by reduced heat rejection and dissociation. There are trade offs however. Adding EGR to a diesel reduces the specific heat ratio of the combustion gases in the power stroke. This reduces the amount of power that can be extracted by the piston. EGR also tends to reduce the amount of fuel burned in the power stroke. This is evident by the increase in particulate emissions that corresponds to an increase in EGR. Particulate matter (mainly carbon) that is not burned in the power stroke is wasted energy. Stricter regulations on particulate matter(PM) call for further emission controls to be introduced to compensate for the PM emissions introduced by EGR. The most common is particulate filters in the exhaust system that result in reduce fuel efficiency. Since EGR increases the amount of PM that must be dealt with and reduces the exhaust gas temperatures and available oxygen these filters need to function properly to burn off soot, automakers have had to consider injecting fuel and air directly into the exhaust system to keep these filters from plugging up.
@ntóniu
penso que seja esse tubo como demonstra a foto em anexo.
abraço
Antigamente havia um tópico com um DIY relativamente à anulação física da EGR, mas infelizmente não o consegui encontrar.
Nesse tópico recordo-me que havia a possibilidade de retirar o tubo na totalidade, bloqueando tanto o tubo, como a EGR, usando uma tampa das canetas BIC(tampinha do lado da carga) ou uma esfera para bloquear o tubo e outra tampa para tapar a EGR, isolando muito bem com power tape ou outro tipo de fita com alguma resistência ao calor.
Isto são lembranças muito vagas do tópico do DIY, se estiver algo errado agradeço que me corrijam de maneira a ajudar o @ntóniu e a mim tambem.
abraço
Nesse tópico recordo-me que havia a possibilidade de retirar o tubo na totalidade, bloqueando tanto o tubo, como a EGR, usando uma tampa das canetas BIC(tampinha do lado da carga) ou uma esfera para bloquear o tubo e outra tampa para tapar a EGR, isolando muito bem com power tape ou outro tipo de fita com alguma resistência ao calor.
Isto são lembranças muito vagas do tópico do DIY, se estiver algo errado agradeço que me corrijam de maneira a ajudar o @ntóniu e a mim tambem.
abraço
http://en.wikipedia.org/wiki/Exhaust_gas_recirculation
Aqui tem uma pequena explicação do funcionamento...em relação aos Diesel:
EGR in diesel engines
In modern diesel engines, the EGR gas is cooled through a heat exchanger to allow the introduction of a greater mass of recirculated gas. Unlike SI engines, diesels are not limited by the need for a contiguous flamefront; furthermore, since diesels always operate with excess air, they benefit from EGR rates as high as 50% (at idle, where there is otherwise a very large amount of excess air) in controlling NOx emissions.
Since diesel engines are unthrottled, EGR does not lower throttling losses in the way that it does for SI engines (see above). However, exhaust gas (largely carbon dioxide and water vapor) has a higher specific heat than air, and so it still serves to lower peak combustion temperatures; this aids the diesel engine's efficiency by reduced heat rejection and dissociation. There are trade offs however. Adding EGR to a diesel reduces the specific heat ratio of the combustion gases in the power stroke. This reduces the amount of power that can be extracted by the piston. EGR also tends to reduce the amount of fuel burned in the power stroke. This is evident by the increase in particulate emissions that corresponds to an increase in EGR. Particulate matter (mainly carbon) that is not burned in the power stroke is wasted energy. Stricter regulations on particulate matter(PM) call for further emission controls to be introduced to compensate for the PM emissions introduced by EGR. The most common is particulate filters in the exhaust system that result in reduce fuel efficiency. Since EGR increases the amount of PM that must be dealt with and reduces the exhaust gas temperatures and available oxygen these filters need to function properly to burn off soot, automakers have had to consider injecting fuel and air directly into the exhaust system to keep these filters from plugging up.
@ntóniu
penso que seja esse tubo como demonstra a foto em anexo.
abraço
Tirem-me aqui uma duvida, entao desligar a EGR consiste em tirar esse tubo e tapá-lo, bem como tapar o sitio onde ele estava ligado???
Não
Consiste em ANULAR o tubo que vai da saida do turbo perto do escape á valvula mecanica da EGR, isso que falas é tapar o vacuo que vem da electrovalvula da EGR que sendo desligado "fecha"(nunca na totalidade) a valvula mecanica EGR.
Espero que tenha dado para entender.
Cumps