Tutorial anulare vana EGR pneumatica (motor benzina Euro 2)

Ce te faci cu RAR-ul mobil?

Acuma, ca v-am tinut destul timp ‘in priza’, sa descriu si cum am facut…
Repet, procedura este aplicabila DOAR modelelor ‘pneumatic’ si ‘benzina’, deci, aproiri, la motoare Euro 2
Daca se poate aplica si la alte modele… ramane sa spuna cei care se incumeta sa faca singuri modificarea…
Deci…
- Se demonteaza vana EGR, folosind o cheie ‘inbus stelat’ marime ‘45’ Sunt doua suruburi de desfacut, plus mufa electrica, plus tubuletul care vine de la galeria de admisie. Totul este simplu, 5 min de lucru ajung (cu scule potrivite)
- Se recupereaza garnitura de sub vana EGR (din aliaj de ALU)
- Se curata vana EGR cu solutie de carburatoare, ca si cand ai vrea sa o remontezi ‘nemodificata’
- Se confectioneaza o alta garnitura, identica cu cea recuperata, dar FARA cele doua gauri centrale, o cutie de Coca Cola goala este ideala… (fara reclama mascata…)
- Se remonteaza totul, punand in schimb noua garnitura (sau ambele, suprapuse, eu asa am facut)
- Se da jos ‘plasticul’ de deasupra clapetei de accelaratie (care vine de la filtrul de aer) si se obstructioneaza ‘tubuletul’ care aduce aer de la EGR (cel care trece prin capacul de la culbutori) Atentie, se fixeaza bine, sa nu fie aspirat de motor…
- Se poate profita pentru a curata toata zona, cu acelasi spray de carburator. Se poate curata cu aceasta ocazie si blocul debitmetrului ( care NU este ‘celebrul’ senzor cu film…)
- Se remonteaza totul… Treaba e terminata…
Ideea este de a lasa sistemul ‘sa lucreze’ cum ai impune sistemul de comanda, care astfel nu va da erori la calculatorul de injectie, deci becuri galbene aprinse in bord, dar a impiedica aportul de aer saturat de porcarii in admisie…
Revin cu concluzii…

Exact... nu mi-am mai recunoscut masina (senzatie pur subiectiva...) da nu am vrut sa "strig prea tare" caci este o concluzie dupa numai 15 km de drum, deci subiectiva...

*
Totul e subiectiv, inclusiv directia "drumului cel bun" Senzatia "de mai bine" s-a confirmat, consumul pare identic (il voi face "de la plin la plin" dar abea la URMATORUL plin... ). Masina raspunde mai prompt la acceleratii si... ma incita sa fug mai tare (SI mai tare, ca si pana acum putini se tineau de mine...)
Doua observatii...
- Metoda se poate experimenta si la alte tipuri de motoare, data simplitatea ei, poate se incumeta cineva sa o faca si sa ne comunice concluziile.
- Discutia de fata a depasit un simplu 'tutorial" poate ca vreun moderator gaseste adecvata mutarea acesteia (mai putin inceputul, adica "tutorialul" propriu-zis) la sectiunea corespunzatoare este o simpla sugestie de "cosmetica" a forumului.

Sunt curios daca la motoarele care folosesc MAP in loc de MAF (debitmetru) lucrurile sunt atat de simple... La cele cu debitmetru, gazele arse sunt inlocuite de "aer curat" intr-o oarecare masura in galerie, iar de restul se ocupa sonda lambda (cat poate, compenseaza surplusul de oxigen dand comanda de imbogatire a amestecului). La MAP e mai complicat, pt. ca pe de o parte ECU va simti scaderea de presiune in galeria de admisie si va avea tendinta sa saraceasca amestecul, insa pe de alta parte sonda lambda va simti surplusul de oxigen si va transmite semnal de imbogatire a amestecului. A anulat cineva EGR-ul cu rezultate bune la un motor cu MAP?

Am spus ca revin. Uitati ce au facut altii, latini ca si noi :

Asta ar fi prima dar mai am...


Ultima modificare făcută de dancuciureanu la Mar 13 Feb, 2007 8:15 pm

Si acum una in care apare si ECU mentionat



Daca aveti ceva probleme cu limba puneti o madam care se uita la telenovele sa va traduca.
Am putina treaba dar revin


Ultima modificare făcută de dancuciureanu la Mar 13 Feb, 2007 8:25 pm

Asa ziceam si eu si curatam pana imi venea rau...
Eu nu am constatat nimic din toate astea, ba chiar din contra, dar mai astept... masina porneste la sfert, demareaza mai prompt decat inainte (nu iti mai baga valva gaze arse cand accelerezi brusc, cu "placutul" efect de "dat in nas", etc...
Pozele puse sunt de la un motor TDI (motorina), care prin definitie nu detoneaza, sau, daca vrei... detoneaza tot timpul... In alta ordine de idei, nu vad de ce uzura ar fi mai mare, vreau sa zic mai mare decat a masinilor construite inainte de introducerea "valvei buclucase"... Singura piesa care SE POATE supara este catalizatorul, tobele... nu vad de ce...
Imi pare rau, scopul meu nu e DE LOC polemic, eu spun ce observ si nu oblig pe nimeni sa faca ca si mine, astept sa vad daca mai efectueaza cineva modificarea "Coca Cola" sa ne comunice concluziile sale...
Recomand in plus, un site:
http://www.opel-vectra.com/index2.php
... pentru cei care inteleg, evident

Am depasit discutia de la euro 2 dar cred ca este mai interesanta asa.
Haide-ti sa vedem ce spun si altii :


This is an emissions control technique for reducing oxides of nitrogen emissions in the tailpipe.
A small amount of exhaust gas is recirculated back into the intake manifold to dilute the incoming air/fuel mixture.
Contrary to what you'd think, it has a cooling effect on combustion temperatures that helps reduce the formation of oxides of nitrogen (See NoX).
The EGR valve is the main control device in this system.

The vehicle components that are responsible for reducing air pollution.
This includes crankcase emissions; evaporative emissions and tailpipe exhaust emissions.
Crankcase emissions consist of unburned fuel and combustion byproducts.
These gases are recirculated back into the engine for reburning by the Positive Crankcase Ventilation (PCV) system.
Evaporative emissions are the fuel vapors that seep out of the fuel tank and carburetor.
They are prevented from escaping into the atmosphere by sealing the fuel system and storing the vapors in a vapor canister for later reburning.
Tailpipe exhaust emissions consist of carbon monoxide (CO), unburned hydrocarbons (HC) and oxides of nitrogen (NOX).
This formation of these pollutants is minimized by various engine design features, careful control over fuel calibration and ignition timing, and the EGR system.
The pollutants that make it into the exhaust are "reburned" before they exit the tailpipe by the catalytic converter.
The emission control system is an integral part of the engine, and should not be tampered with or disconnected.
This is especially true on vehicles with computerized engine controls and/or those that must be subjected to mandatory emissions testing.

The EGR stands for Exhaust Gas Recirculation.
Exhaust gas is routed back into the combustion chamber because the exhausted air is much hotter than the intake air (try touching a muffler sometime).
By sending warmer gas into the combustion chamber, the air/fuel mix does not have to do as much work to heat up, and your engine runs more efficiently.

EGR Theory. EGR serves one purpose and one purpose only. That purpose is to reduce Oxides of Nitrogen (NOx).
Undernormal combustion, Nitrogen(N2)Oxygen (O2) in the air and Hydrocarbons (HC) in the fuel combind into water(H2O) Carbon dioxide (CO2) and the Nitrogen remains unchanged.
Under very hot combustion temperatures, the Nitrogen reacts with the other two byproducts and forms Nitrogen oxide (NO).
After being released into the atmosphere, it picks up another Oxygen and becomes Nitrogen dioxide (NO2).
In the presence of sunlight, it combines with other compounds like Hydrocarbons and forms Smog.
Since exhaust gas is inert (very stable) it doesn’t burn again. So by being introduced into the combustion chamber, it will lower combustion chamber temps enough so that the Nitrogen doesn’t react with the other compounds and is passed unchanged out the tailpipe thus not contributing to smog. Now, since exhaust gas doesn’t burn, it doesn’t exactly help with combustion. At higher RPM’s, this really isn’t noticable, but at idle, the reintroduction of exhaust gas will cause a very rough idle and can
cause stalling if to much is introduced into the combustion chamber

How EGR systems work The EGR valve recirculates exhaust into the intake stream. Exhaust gases have already combusted, so they do not burn again when they are recirculated. These gases displace some of the normal intake charge.
This chemically slows and cools the combustion process by several hundred degrees, thus reducing NOx formation.

The design challenge The EGR system of today must precisely control the flow of recirculated exhaust.
Too much flow will retard engine performance and cause a hesitation on acceleration.
Too little flow will increase NOx and cause engine ping.
A well-designed system will actually increase engine performance and economy.
Why? As the combustion chamber temperature is reduced, engine detonation potential is also reduced.
This factor enabled the software engineers to write a more aggressive timing advance curve into the spark timing program.
If the EGR valve is not flowing, onboard diagnostics (OBD) systems will set a code and the power control module (PCM) will use a backup timing curve that has less advance to prevent engine ping.
Less timing advance means less performance and economy.
Do your customer a favor and fix those EGR codes that you may have previously deemed as unimportant.

Este PROBABIL vorba de motorul de 71 de cai cu norma D3, specific germana, dar care nu e "adevaratul" Euro 3... Desigur ca nu stiu cum a fost "prinsa" masina la faimosul vostru RAR...