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Egr Blanking Ford Focus

Egr blanking ford focus

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#46 Blurredfocus

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Posted 15 November 2013 - 07:52 PM

And to clarify how can the exact same car with rear disc and a addition. 400cc weigh the same ? I'm pretty sure it must be lighter ?

The all round disks bothers me a little when I have rear drums but the majority of braking is with the front,anything between 70/30 upto 90/10 distribution dependent on load and passengers etc. i can't keep repeating myself, I appreciated your opinion on your choice of going down the 2.0litre but that's upto you,

I was wanting to something different.

There's been a few projects previously done with the fiesta and one was 230 but another did 250 which was more recent and the engine stayed a 1.6 because the sleeves and bore wouldn't fit with the spare space on the block.

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#47 exponential

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Posted 15 November 2013 - 08:29 PM

@lenny, blurredfocus and foca

Wish I had all of your car knowledge combined! :(

It will come with time I guess....

#48 Blurredfocus

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Posted 15 November 2013 - 08:39 PM

Ha ha just healthy heated debate :-) at least we can all agree that modding is a passion... I hope :-/ I've been in engineering since I left school all too long ago now but I'm still learning I'm sure you know lots I don't. But that's the beauty of a forum like this that experience and opinions can all be different and you can learn from it all and then go your own way with it. :-)

#49 exponential

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Posted 15 November 2013 - 09:08 PM

Haha! True, very true!

I'm a 35 year old electrician but when I read the various posts you guys put up and the knowledge they contain, makes me feel like an apprentice all over again! LOL

Its all good stuff! Keep it comin. :)

#50 Blurredfocus

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Posted 15 November 2013 - 09:23 PM

Ha ha I'm a qualified sparky too it's one of my trades I had to be multi skilled over the years. The only difference between us mate is I'm now a engineering 'consultant' for the government which basically means I tell them how to do things and they do what they like :-/ so I have way too much spare time to read and research and an ipad :-)

#51 exponential

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Posted 15 November 2013 - 09:52 PM

Had a feeling you were gonna tell me you were a spark! :)
Thats quite an impressive resumé mate.
Theres always something new to learn, i'm constantly looking to upgrade my qualifications and experiences with different aspects of the job.

Just love to learn and this forum is fantastic for doing just that! :)

You're certainly right about the government doing what they want though! LOL

#52 Blurredfocus

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Posted 15 November 2013 - 10:02 PM

Ha ha not half pal they're ripping out parts of a building only a year after spending millions on it. And guess what they're now putting in what I advises in the first place :-). Yeah love learning too pal . If I had the money I'd love to look at developing a forced induction using a oxygen generator on a Ecu controlled inverter as an alternative type of forced induction. Ha ha as you can expect when I say some money we are talking millions

#53 exponential

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Posted 15 November 2013 - 10:16 PM

Tell me about it! Ive worked on many council run projects where millions have been spent only for them to tear it down 2 years later to spend even more millions on a new super project....ridiculous!
They purposely spend like crazy in order to not lose any budget for the following year..... makes me wonder sometimes!

You see, you did it again. We were having a normal conversation then threw in "forced induction, inverters, hyperdrives" etc and lost me completely! LOL

#54 Blurredfocus

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Posted 15 November 2013 - 10:24 PM

Ha ha sorry

if you look at oxygen generation it involves a type of filtration and knocking out the nitrogen particles from the air which leaves not much else except for oxygen in high levels pair this with a inverter controlled compressor and you could Force oxygen into combustion at massive levels plus it would work for fuels that aren't as combustable as diesel or petrol. And not a egr in site ha ha

#55 Blurredfocus

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Posted 15 November 2013 - 10:26 PM

If it makes ya feel any better I haven't got a clue how a flux capacitor works

#56 exponential

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Posted 15 November 2013 - 10:54 PM

Ha ha sorry

if you look at oxygen generation it involves a type of filtration and knocking out the nitrogen particles from the air which leaves not much else except for oxygen in high levels pair this with a inverter controlled compressor and you could Force oxygen into combustion at massive levels plus it would work for fuels that aren't as combustable as diesel or petrol. And not a egr in site ha ha


I do actually see what you are driving at there and the fact of no EGR is the icing on the cake for me! :)

#57 exponential

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Posted 15 November 2013 - 10:55 PM

If it makes ya feel any better I haven't got a clue how a flux capacitor works


LOL

#58 footfistart

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Posted 16 November 2013 - 12:48 AM

My car is a dv6 1.6tdci euro 5. Egr blanked and have put 7000 miles through it. No problem. No lights no limp. No smoke and no dpf regen as there isn't any soot for it to collect :) all in all the best buy. And mpg went up. About 66mpg without being mapped.

#59 exponential

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Posted 16 November 2013 - 08:11 PM

I am going to install it as there are just too many people on here with the same engine as me who have suffered no ill effects whatsover. Only gains from doing it.

I was going to have my DPF deleted by a friend of the person who I bought the car off for just £350 but, after speaking to him today, it seems this guy is a mobile deleter and I dont think I want such an important item to be done by a mobile outfit??

He told me they are very thorough and remap the engine and also delete the egr at the same time.

Mobile fitters?? Any good??

#60 marklord1983

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Posted 16 November 2013 - 08:37 PM


EGR in spark-ignited enginesIn diesel enginesEdit

In modern diesel engines, the EGR gas is cooled with 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, when there is otherwise a large excess of air) in controlling NOx emissions.[citation needed] Exhaust recirculated back into the cylinder can increase engine wear as carbon particulate wash past the rings and into the oil.[6]

Since diesel engines are unthrottled, EGR does not lower throttling losses in the way that it does for SI engines. Exhaust gaslargely carbon dioxide and water vaporhas a higher specific heat than air, so it still serves to lower peak combustion temperatures. 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.[7]

[8] 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 a diesel particulate filterin the exhaust system which cleans the exhaust but reduces 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 inject fuel and air directly into the exhaust system to keep these filters from plugging up.

By 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. The normally "dry" intake system of a diesel engine is now subject to fouling from soot, unburned fuel and oil in the EGR bleed, which has little effect on airflow, however, when combined with oil vapor from a PCV system, can cause buildup of sticky tar in the intake manifold and valves. It can also cause problems with components such as swirl flaps, where fitted. Diesel EGR also increases soot production, though this was masked in the US by the simultaneous introduction of diesel particulate filters.[9] EGR systems can also add abrasive contaminants and increase engine oil acidity, which in turn can reduce engine longevity.[10]

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