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When shutting the EGR off via a SCT chip what do I do with the DPFE, and the vacuum line that goes into the EGR? Do I plug the vacuum line and pull the DPFE completely off and leave the connector hanging?
1999 3.0L Cougar: 220fwhp and 200tq
2003 VW Passat W8 with 4 Motion AWD
http://www.cardomain.com/ride/300644
PM for intrest in 3L SVT Contours, 3L swaps into your current car, Prepped 3L engines, or anything 3L related.
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Originally posted by Blackcoog:
When shutting the EGR off via a SCT chip what do I do with the DPFE, and the vacuum line that goes into the EGR? Do I plug the vacuum line and pull the DPFE completely off and leave the connector hanging?
I would like to ask the same question about the IMRC and the lower O2 sensors...when you shut these off via SCT chip/Xcal what do you do with the plugs? Do you leave it unpluged and just remove the IMRC box and cable?
1999 Cougar V6 MTX
SVT UIM/LIM/65mm TB, I/H/E, Fidanza/SPEC III/Torsen, Koni/GC's, 19" Icon wheels w/ Pirelli rubber, NX Wet Kit
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The primary function of EGR is to reduce the NOx emission. Actually it decreases the temperature of the cylinder by leaning out the intake air fuel mixture. NOx emissions are product of extremely high temperature combustion. Why are you removing it?
-'96 SE MTX 3L
-'98 SVT 1,173 of 6,535
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Yup take the connector off and vacuum lines since there is no need for it...
I don't think EGR does anything more than reducing emissions except North America not many other cars have them
3.0 14.392@97.237 2.302 60ft
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Removing it because a customer is getting a SCT chip programmed for the 3L I'm building for him and he doesn't have emissions in his state. He isn't sure which headers he will be going with so rather than him having to get the MSDS headers when i fab up an EGR for the stock headers he could get either if the EGR was deleted.
1999 3.0L Cougar: 220fwhp and 200tq
2003 VW Passat W8 with 4 Motion AWD
http://www.cardomain.com/ride/300644
PM for intrest in 3L SVT Contours, 3L swaps into your current car, Prepped 3L engines, or anything 3L related.
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Originally posted by 96BlackSE:
I don't think EGR does anything more than reducing emissions except North America not many other cars have them
And reduces cylinder head temps. 
-'96 SE MTX 3L
-'98 SVT 1,173 of 6,535
-'05 Mazda 6s, loaded, g/f's ride
-Need a 96-00 manual on CD? PM or email me
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Originally posted by todras:
Originally posted by 96BlackSE:
I don't think EGR does anything more than reducing emissions except North America not many other cars have them
And reduces cylinder head temps.
By any significant number though? 
99 SE V6\5spd - 156 HP\157 TQ 15.166-90.84
Totaled 02/12/06
99 SVT # 1571 - 175 HP\153 TQ 14.999-91.88
Born 3/24/99 Reborn 3/18/06
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90 Festiva L 5spd, Blue(not for long), 103k
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This is a debate as old as the EGR itself. If it's so benefitial to the engine, how come you don't see EGR systems on race cars? Don't get me wrong, I whole heartily agree with emissions control devices, but the facts are the facts. I personally think that the benefits that are non-emissions related that are toughted are overblown. HOW MUCH does it cool the temps? Any documentation to back this up? Seriously, it's an emissions control device that happens to have a few "minor" side effects that are benefitial to the engine. Now, I could be way off base here, but until someone PROVES otherwise, I'm sticking witht he philosophy that "if it's so damn good, why don't they do it in the race scene?".
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I also heard that it is used to heat up an engine quicker on cold days. Is there any truth to that? I could see how someone could beleive that since the exhaust gas is filtered back into the intake.
1999 3.0L Cougar: 220fwhp and 200tq
2003 VW Passat W8 with 4 Motion AWD
http://www.cardomain.com/ride/300644
PM for intrest in 3L SVT Contours, 3L swaps into your current car, Prepped 3L engines, or anything 3L related.
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The simple reason is that race car engines typically aren't built with emissions in mind. There is no benefit using EGR other the emissions - unless the engine was designed with EGR in mind. Then you would have to consider that it may not have been designed with higher cylinder temperatures in mind. Higher temperatures can create problems with the piston, head, and cylinder wall. By running lower cylinder temperatures the designer may have gotten away with a piston design that may melt down under higher temperatures. Best be careful when playing around with this.
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