BuzzKen
Vendor , w/Business number
Thinking of one of the GTB Darkside kits too though.
Great minds think alike........
Thinking of one of the GTB Darkside kits too though.
EGR Delete as well? Ballpark price?We have a complete installation kit that comes with the CR170 turbo we sell. It's not available on the site by itself, but if you give us a call we can get it to you. It includes all the gaskets Jon lists at the beginning of this thread and is $44.
No need for a race pipe to delete your EGR, just need 3 block off plates and your tune adjusted. The stock EGR valve can stay in place.I read through all 20 pages of this thread, and I just wanted to be sure...CR170 Turbo + Stage 3 Malone Tune = Good Times?
The EGR Delete is required unless you machine out the stock Turbo correct? If so, how many "Not Ready" warnings will this cause (CT only allows for one). My goal is to keep the car as street legal as possible to avoid any headaches.
On that note, does the DPF delete even cause a not ready? I'm curious as to how so many people are running them and getting through emissions (feel free to PM me the answer).
As for the best EGR Delete kit...I'm guess Darkside's?
EGR Delete as well? Ballpark price?
One pro of the EGRs is you actually get heat in winter...What's the difference between a racepipe and blockoff plates?
And pros/cons of the EGR? Are there any cons other than emissions stuff?
Jon, do you think the Euro EGR piping would fit the US market cars? We'd like to make a pipe to plumb the EGR to the turbo. Our goal is to offer this turbo with a kit that will keep all emissions intact.JM, I haven't actually tried to swap things around yet. When the turbo comes off sometime this spring I'll try swapping hot sides to verify that the EGR will run(high pressure).
Option B is euro EGR stuff.
I was actually afraid of that, but my car heats up just like it did before. We have had a cold winter and my car still gets heat 30 seconds after driving, it rules. I have no LP or HP EGR and my airbox is blocked off from the manifold heat riser tube.One pro of the EGRs is you actually get heat in winter...
I was actually afraid of that, but my car heats up just like it did before. We have had a cold winter and my car still gets heat 30 seconds after driving, it rules. I have no LP or HP EGR and my airbox is blocked off from the manifold heat riser tube.
Thats the electic heater in the HVAC. I've got the LP and HP EGRs deleted too, in addition to removing the manifold heat riser from the turbo.I was actually afraid of that, but my car heats up just like it did before. We have had a cold winter and my car still gets heat 30 seconds after driving, it rules. I have no LP or HP EGR and my airbox is blocked off from the manifold heat riser tube.
Agreed.... when it was -15 this winter the only air going into my radiator was in the space between the V and the W in logo and one slot on the grill...lol just wait until you see -20F or more. I cover my grill in the winter and it heats up like normal.
lol just wait until you see -20F or more. I cover my grill in the winter and it heats up like normal.
CR170 + stage 3 = great time. Deceptively quick.. and pulls hard into the upper RPMs.I read through all 20 pages of this thread, and I just wanted to be sure...CR170 Turbo + Stage 3 Malone Tune = Good Times?
The EGR Delete is required unless you machine out the stock Turbo correct? If so, how many "Not Ready" warnings will this cause (CT only allows for one). My goal is to keep the car as street legal as possible to avoid any headaches.
On that note, does the DPF delete even cause a not ready? I'm curious as to how so many people are running them and getting through emissions (feel free to PM me the answer).
As for the best EGR Delete kit...I'm guess Darkside's?
Any ideas on how to re-plumb the low pressure egr?
I've already rid myself of the CR140 turbo and EGR adapter, but IIRC isn't that adapter about the same ID as the comp housing inlet? so you should probably have the adapter opened up as well?Answer should be "just don't."
but the real answer is take both compressor covers to a competent machine shop and open up the CR140 compressor cover up to CR170 specs.
The engine should be running on a no egr map during active regens. The engine is firing the injectors on the exhaust stroke to get fuel to the DPF to heat it up and burn off the soot. If you were using EGR it would be sucking some of that fuel back into the intake and you could potentially have a runaway.I forget where I read that the EGR is needed for regen.. but it is one logical way for the ECU to control how much oxygen is getting to the catalysts when needed.
Do you know the EGR maps to be flat during all regens to be a fact? Your logic doesn't hold up necessarily for LP EGR. That draws exhaust after the first cat and DPF where fuel should be burned off. Plus.. is that much exhaust heat actually needed for NOx and SOx regen or are those other chemistry? Definitely for DPF regen.. but there are more regens going on than for just that one part.The engine should be running on a no egr map during active regens. The engine is firing the injectors on the exhaust stroke to get fuel to the DPF to heat it up and burn off the soot. If you were using EGR it would be sucking some of that fuel back into the intake and you could potentially have a runaway.
According to the VW 2.0 TDI SSP the ECU closes the EGRs during an active regen to heat up the DPF to 1000-1200c and provide more oxygen. I believe the DeNOx and DeSOx regens occur independently of an active DPF regen since they all work under different parameters, with DeSOx and DeNOx requring higher EGR flow rates than usual.Do you know the EGR maps to be flat during all regens to be a fact? Your logic doesn't hold up necessarily for LP EGR. That draws exhaust after the first cat and DPF where fuel should be burned off. Plus.. is that much exhaust heat actually needed for NOx and SOx regen or are those other chemistry? Definitely for DPF regen.. but there are more regens going on than for just that one part.
Do we know which EGR is used for DeNOx and/or DeSOx?According to the VW 2.0 TDI SSP the ECU closes the EGRs during an active regen to heat up the DPF to 1000-1200c and provide more oxygen. I believe the DeNOx and DeSOx regens occur independently of an active DPF regen since they all work under different parameters, with DeSOx and DeNOx requring higher EGR flow rates than usual.
Interestingly DeNOx occurs much more frequently, sometimes every 100 miles, DPF regens occur 450-600 miles and DeSox occurs every 1000-1200 miles...
If I read the self study program correctly I think both HP and LP are used for DeSOx and DeNOx... the ECU determines the best combination of both EGRs to use to perform them depending on the input from all the sensors.Do we know which EGR is used for DeNOx and/or DeSOx?
Ok, that's just lunacy! I was b!tching about single digit temps and some below zero wind chills. At -20 I wouldn't leave the house, your a better man than I!lol just wait until you see -20F or more. I cover my grill in the winter and it heats up like normal.