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Discussion Starter · #1 ·
The first one I made (bottom used) wasnt the most beautiful piece but I ran it as a test with zero issue after 2k miles. I made another one today with a much smaller oriface and hope that I get zero CEL's. Oil is significantly cleaner and I hop the smaller oriface along with another oil change will help out that much more.
 

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Hello- if these are stupid questions please forgive me as I know very little about diesels other than what kind of fuel to put in them...Since you took the time to make and install the plate I'm thinking that you know your diesels.

With the EGR flow greatly reduced I'm thinking that your exhaust temperatures are going to rise - is there any fear of what the higher exhaust temps will do to your turbo or emissions stuff further down the line like the DEF system or particulate filter? Maybe the increase is fairly minimal? Maybe you're monitoring them already with a Scangauge or something like that?

Do you notice a performance or MPG difference? I'd think you would as now you've basically only got clean air going in with the fuel now? I could definitely see how your oil would be cleaner as you're sending all that soot out the tailpipe instead of back into the cylinders...

Got my fingers crossed (like you) that no CEL pops up...
 

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Interesting point....i am an armchair car person, so my opinion is theoretical only..but blocking the EGR also affects the turbo fuctioning...both in drive and in temperature of gas driving the VGT...remember VGT do not last long with very hot exhaust...i.e why the gasoline engine has twin scroll turbos rather than VGTs.

I was told not too worry about the oil darkness in a diesel as it does not affect its performance ...reducing soot trapped in oil means more will be trapped in the DPF...so i suspect more regen must be happening
 

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I'm not a Diesel guy but less soot being recirculated into engine should mean less going out of the engine. EGR is putting back extra soot from normal combustion into intake increasing exhaust soot levels so DPF should be just handling normal combustion soot fine. IMO less soot in normal light throttle driving when EGR does most of it's dirty work so less load on DPF in those conditions. There probably is a regen. counter so monitoring it would be the sure way to verify excessive regen. providing driving conditions are relatively the same.
 

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I have an ole 94 chevy 1500 diesel with 6.5 turbo diesel. He's ole green in my signature, he's rolling up on 250k on the clock. I pulled the EGR intake off 7 years ago and replaced that intake manifold with one that has no EGR mount / holes to recycle exhaust back through the intake.

Think about this, diesel exhaust as the motor wears makes more soot and than that muk gets returned back with fresh air fuel charge into the motor / intake....NOT on mine not anymore.

There is no way I'd want that DIESEL exhaust returned into my motor.

Intake air temp actually drops when you stop pushing the exhaust back into the motor, on mine the EGR return is on the intake runners, motor side of the turbo. The 6.5 was an easy choice as the same 6.5T motor setup was installed by GM in the heavy duty 2500 & larger trucks. I took about a millisecond thinking about if I should pull that exhaust recycle out of my motor before I did it. My motor had about 140k on it when I converted it and the intake ports were down near the size of a pencil full of soot when I pulled the OEM intake off to delete my EGR. I also had to update my ECU to avoid codes from being set.

The non intake EGR and adding larger exhaust on mine made a significant increase in performance and that improvement helped my MPG as long as I controlled my desire push the go peddle.

I'm not a coal roller so please don't attack me for sharing my experience with deletion of the devise.

HTH's
 

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Discussion Starter · #7 ·
Anytime you lower IACs and increase clean oxygenated air into a combustion engine it will result in improved performance and longevity. Recirculating hot, soot filled CO2 into an engine will never improve performance, mpg or decrease wear. EGR and pcv are responsible for huge amounts of buildup in the intake tracks and back of valves for all combustion engines. I am still waiting to fill the DEF after 2500 miles. I have a few big trips planned so I should get a good idea of def consumption in the next few weeks.
 

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i have a bluedriver obd scanner...and that gives the DEF tank level and its rate of consumption...though i have not found a way to get how many regens have happened...it has a monitor that tells you regen is happening or not happening.
 

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I’m so glad someone has FINALLY taken the initiative to do this! Thanks DieselTerrain! I’ll be following your progress closely.
 

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Very nice work. Too bad it's not as simple as welding 2 ends of the egr cooler like in a 6.0 powerstroke.
 

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Building one, What is the diameter or drill bit size of the hole that will not set of the CEL ?:surprise:
 

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Discussion Starter · #20 ·
Now I'm over 7000 miles and still have 13% def left. Also I'm no longer getting water from my crankcase pcv vent tank but pure black oil that would have normally be sucked into the engine. I'm ready to put another 250k on this thing now. Highway fuel economy at 75-80mph is always between 38-41mpg. Around town I get 34-35.
 
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