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About 1/2 day if your ok with your tools. If your
really good less. It's just like changing the EGR cooler.
But your not putting is back in. You do want the valve
back in place. PCM likes to see it to make the fan work right.
Other than that easy job to break in on. The only hard thing
for some is the turbo. You will need a good in/Lb torque wrench.
Thank you all for your ideas helped fill in some of the blanks.
I was hung up on the fact that there were no sensor to detect temps and temps were directly perportinal to nox formation.
Thanks to Rusty who reminded me of how much information a pcm contains and other clues. I think I may have a handle on this. More to follow.
Glad you got the spirit of my post Danny. I realize you already know that stuff (and more). I think I understand what your getting at - if the temp is the controlling factor for nOx generation why not just measure the temp and manipulate the EGR valve directly? I think it's an effort to compromise between performance and reduced emissions. If you go the long way around and monitor a bunch of stuff you can reduce nOx (not eliminate it) in a way that allows the truck to run well. If you went straight to the temp, and only the temp, to manipulate the valve it would likely open up at times when you really need power.
While there are likely simple "rules" in the software like the valve doesn't open until the engines is at a certain temp, and it stays closed at wot, we'll never get a list of all the complicated decisions made based on the sensor inputs. If we did see it in writing we wouldn't want to take the hours of time necessary to read it.
You hit the nail right on the head.
After your post got the wheels turning again and a few other pm's and 3 phone calls to old engineering friends one of whom gave me a kick in the but, it all started comeing together.
They zero out the control table. So the PCM will still
look for the valve and when it comes time in the past
to open it to x that used to be X=173 or X=056. Now it sees that
X=0 for all operational circumstances. So it only opens it to equal
what X should be in the table that is not all zeros. AKA : off
BTW this is not any factual data numbers. off could be 1 for what I know
right now about it.
Thank you all for your ideas helped fill in some of the blanks.
I was hung up on the fact that there were no sensor to detect temps and temps were directly perportinal to nox formation.
Thanks to Rusty who reminded me of how much information a pcm contains and other clues. I think I may have a handle on this. More to follow.
After reading about a dozen similar articles and papers it appears EGR in a diesel is still a work in progress. When the 6.0 system was found to cause almost as many problems as it cured the 6.4 went to a regeneration system and when that didn't quite work 6.7 went to a DPF fuid.
Who knows what they will try next. Least that is my take on this.
I had a Valve that was acting up and since replaced it. The interesting thing is a few weeks before i got the Po405 my EOT & ECT were pushing a pushing 15 to 17 degree difference. So I was thinking I needed a Oil cooler, But after I replaced the Valve temps are averaging within 8 degrees.
I had a Valve that was acting up and since replaced it. The interesting thing is a few weeks before i got the Po405 my EOT & ECT were pushing a pushing 15 to 17 degree difference. So I was thinking I needed a Oil cooler, But after I replaced the Valve temps are averaging within 8 degrees.
P0405 effects the vdf operation. That would be a cause for the change in temps.
Search for a thread call "side effects of disconnecting your egr"
It took me a good 12 hours to do my egr delete. Part of that was rebuilding the turbo while I had it out. The biggest thing is proper tools. I didn't have them and it slowed me down having to make due with what I had.
After reading about a dozen similar articles and papers it appears EGR in a diesel is still a work in progress. When the 6.0 system was found to cause almost as many problems as it cured the 6.4 went to a regeneration system and when that didn't quite work 6.7 went to a DPF fuid.
Who knows what they will try next. Least that is my take on this.
All three of those engines have EGR systems. The other systems were introduced to satisfy increasingly stricter emissions requirements.
I personally don't think the 6.0l EGR system is the devil its been made out.to be. I've had the same valve/cooler installed on mine for over 100K miles. It's seen 100+ passes at the track, and over 100#'s of nitrous.
All three of those engines have EGR systems. The other systems were introduced to satisfy increasingly stricter emissions requirements.
I personally don't think the 6.0l EGR system is the devil its been made out.to be. I've had the same valve/cooler installed on mine for over 100K miles. It's seen 100+ passes at the track, and over 100#'s of nitrous.
Maybe I'm just lucky, for now.
I think your right but it still is the bullet in the chamber when you spin the chambers for a game of
Russian Roulette. Also Ford added a second bullet with the use of the Ford Gold coolant. IMHO
Keeping on top of things is the key to never finding that bulled facing you in the barrel.
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