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A few pages back Heywood was quoted to the effect that pre-ignition, pumping loss, and the increased mass of working fluid at part throttle all contribute to increased efficiency in typical operation.
If 50% of the intake charge is cooled EGR at half power, there is nearly twice the total mass of gasses to heat with combustion and expand for power.
Putting large amounts of cEGR at low outputs presents an ignition problem. If the Accel multistrike box and the stock coil peter out, speedshops are full of hotter coils.
with the exhaust gasses around 1000 F, reforming ammonia for hydrogen would give an easily measurable amount. There are claims that small amounts of hydrogen help combustion, so maybe we will see. If we got really lucky, the refrigerant effect of expanding liquid ammonia would do much or all of our exhaust gas cooling. This would be dead loss refrigeration, and one must expect issues of suspicion of methamphetamine synthesis when seeking to occasionally buy a gallon of liquid ammonia. Still, it's the safest storage of hydrogen I know, as well as a topnotch refrigerant. The unreformed ammonia burns fine when there is enough hydrogen around to get it lit.
Bottom line, these very lean, or very diluted mixtures are hard to ignite. One possibility is hydrogen, possibly from catalytic reforming of ammonia in the mixed gas stream toward the intake.
To adapt this to a G10 Metro will require megasquirt control, and an appropriate MAF sensor, as the speed density calculation is thrown off by the dilution.
How will I ever get it back through smog after this?
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