Quote:
Originally Posted by RustyLugNut
Now, at low-load is where t vago's work might make some headway. But look at the SwRI study where they say increasing EGR results in decreasing torque output.
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That's.... um.... the entire point.
Increase EGR
-> decreased torque output
-> increased throttle opening
-> lowering intake manifold vacuum
-> restoring torque output
-> saving fuel otherwise spent maintaining a higher intake manifold vacuum
Really, not that hard to understand.
Quote:
Originally Posted by RustyLugNut
You will have to plot the torque requirements at a certain speed along with the throttle opening to come to the minimum cooled EGR needed. Your ignition timing will need to be adjusted accordingly. With "no throttling losses", you can gain up to 15% in efficiency, but since you are quenching your combustion and reducing your torque potential you will only see an 8% gain, though some of that gain is also due to the thermodynamic advantage of a lower peak combustion temperature lessening the heat loss to the cooling system.
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8% gain is better than nothing, and is certainly well above the margin of noise. That alone justifies adding a $0.10 resistor to an existing EGR system, and justifies spending an extra $50 to add an EGR system to another engine that does not have EGR to begin with.
Quote:
Originally Posted by RustyLugNut
Now, my posts on this thread have been somewhat facetious
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Good to know that you're making facetious posts in my thread. Now, do something useful, or get out.