https://www.fiatforum.com/grande-punto/232673-modifying-gsr-induction.html look through this. i didnt say anything about the back of the engine this is what i was thinking with regards to my last post. silicon piping that goes down to the wheel well away from the heat source.

i realise this is the 1.9 so different design for the oem airbox but there is an improvement to the intake
https://www.fiatforum.com/grande-punto/223798-diy-bespoke-custom-mjet-induction-kit.html

alexh365 said:

Right!!!

I've cleaned up all the data, removed obvious outliers and heres the results.

I'm more than mildly impressed with myself too

Theres a minmal difference between mine and the GSR though I've discovered recently that some of the GSR piping early on in the intake is of a slightly higher diameter than mine.

I've also noticed that the tube into the filter on mine is in a little to far and may be making a lip preventing airflow.

Click to expand...

I looked at replacing items, but am jus gonna chip it or get a tuning box and maybe decat it too.

So what do you mean by blanking the EGR?

gsalini said:

So what do you mean by blanking the EGR?

Click to expand...

putting a steel plate over the inlet and outlet of the egr and then disconnecting it.

Hi all,

I've recently purchased a 1.3 Mjet 75HP GP and I'm also looking at what can be done outside a "tuning box" to increase the engine performance and overall driveability on what in my opinion is a sweet little direct injection diesel engine.

Firstly sorry to be resurrecting an old post, but needs a must Also I have noted that allot of discussions get started but die a death shortly after and a few months later are duplicated by another member searching for answers/opinions.


I agree with everything Magic Johnson has said thus far with respect to the OP theme.

Those guys that are always going on about the 1.9, that's fair enough, but not everybody is interested in having belt driven engines and the service schedules and overall maintenance costs and complexity that come with that. I've driven various JTD and JTDM engines in the Alfa Romeo range and know what they are all about, yet I still chose a 1.3, so lets put that one to bed in this thread at least.

So, back on topic of squeezing more out of the 1.3 Mjet......

1. EGR Delete kit
2. Larger FMIC
3. Panel BMC/K&N, etc
4. CAT delete downpipe (+ possibly stainless through exhaust with larger bore?)
5. 1.9 Injectors (if they will fit?)
5. Rolling road remap (a must for proper operation post mechanical mods)

My concerns.....

1. Emissions with EGR and decat removed?
2. Turbo Lag with larger FMIC installed?

In my view at least the 75 seems to be caught off boost quite a bit below 2Krpm and requires large throttle movement to get it to move when in a hurry (pulling out of a junction or rolling into a roundabout, etc). Other than that its fine when rolling in higher gears like most diesels.

I would personally be happy with 100HP and boost of any kind coming in at 1.5Krpm without 3/4 throttle being applied. I'm not after maximum HP/Torque gains, more a spread of performance low down with a bit more gusto at the mid top end for overtaking or cruising at 80+.

Any views on the queries raised chaps?

Hum

Am following this thread with interest from the sidelines. One question I have regarding blanking off of the EGR valve or even a complete remap delete of it is are there any consequences for the health and longevity of the turbo?

On a diesel engine when the EGR valve opens, it cools the exhaust and the resulting temperature drop helps cleans up the emissions. It also means that the turbo itself runs that bit cooler which is obviously no bad thing from a reliability point of view. However some diesel engines (for example, variants of the Renault 1.9dCi) suffer premature and often catastrophic turbo failure if the EGR valve jams shut. It is believed that the consequence of valve jamming closed is a steep increase in exhaust temperature which then dooms the blower.

Are we absolutely certain that blanking off or deletion of the EGR valve on the 1.3 Mjet will not cause any issues, and particularly, the sort I have mentioned above??

Skyperr, my understanding of the function of the EGR is to push some of the exhaust gas (therefore some possibly un-burnt fuel) back into the intake and cylinders to be burned again, in the process removing some of the CO2 and NOx exiting the exhaust pipe into atmosphere and achieving reduced emissions in that manner.

If as a by-product it reduces some of the exhaust gas temperature in the exhaust manifold, then that is a good thing as you said. However turbo's existed before the EGR was developed and I believe that they are built to withstand heat. by my understanding the oil feed from the engine acts not only as a lubricant but also a cooling system for the turbo, hence the importance of regular oil changes regardless of whether the engine is worked hard or not.

Arguably any turbo system can be damaged by nonsensical 0%-100% throttle application followed by immediate engine switch off after working the turbo at 100%.

I don't know about Renault's, or the individual driver car circumstances, but we all know that EGR's by design of their function get clogged up and become less and less efficient. If the EGR was a critical cooling component of a turbo, then I would expect allot more turbo's to fail when many EGR's get clogged up or get stuck in the closed position. Certainly I would consider this to be a bad design in the case of the Renault engine if this condition results in a catastrophic turbo/engine failure.

Personally I'm prepared to take the risk as I will always leave the engine to idle at the end of a journey to allow the turbo to cool down, especially when I have been pushing it hard.

On another point, I don't see how reducing gas temperatures reduces emissions. My understanding of emissions is related to the lack of efficiency of the engine burning the fuel completely during each cycle that is put in and of course the by-products of burning such fuel. If the exhaust temps are lower then I would expect more un-burnt fuel to escape and vice-versa. Also keeping the exhaust temps as high as possible helps maintain the velocity of the exhausting gas, which is why some performance/racing cars exhausts get wrapped or coated with ceramic as well as manage under bonnet heat. Of course this can be a means to mitigate the condition if you are prepared to go that far. I've got my other car (Alfa Romeo 155) fitted with a stainless manifold and downpipe both of which I have wrapped with exhaust wrap, it was a pain to do, not to mention itchy as hell, but the effect is 10C lower water temps and 10-15C lower oil temps, furthermore when the engine is under 100% load for a prolonged period of time the water and oil temps go down further instead of increase (the more common behaviour of a standard exhaust) even during the hot summer months.

Just my opinion on the matter

Hum

Thanks for the reply. The effect of EGR cooling on emissions is also well known as it too is instrumental of reducing NOx emissions. Indeed the base of the 1.3 MJet EGR has a cooler built into it, presumably to achieve this very objective.

It is in this context that I raised the question I asked whether deleting or blanking off the EGR has any adverse effects, particularly on the turbo, and I based this on the well documented and aforementioned cases with Renault.

The answer should be either a simple yes or no!

Skyperr said:

The answer should be either a simple yes or no!

Click to expand...

So which is it? Yes or No

I'm no engine designer/engineer, but I would hazard a guess its not critical to engine and turbo longevity, with the exception to the Renault case

There is merit in both areas as you say, so it comes down to level of confidence as to whether its safe to remove or not.

Hum