Did you watch that video you recommended? Might need a rewatch.
1. My diesel, like most now is a turbo. Pumping losses are not relevant.
2. 30% lower combustion temp relates to that level of efficiency loss
3. The EGR is open A LOT to keep NOx down from a modern diesel.
3. The COMBO of PCV and all the soot from EGR is the exact problem. The oil from PCV wouldn’t coke in the intake tract without the soot, its oil mist. You pop open an engine with PCV and no EGR and the intake tracts are a little oily. Open a diesel with EGR and you see what it looks like in that video.
Regarding electric, what’s the range of the available electric tow vehicle that costs 50k and can tow 18,000 lbs with 10% of that on the rear axle? -inf because it doesn’t exist.
I had an electric car, I’m all for it for single vehicle travel. For actual towing, like I use my truck for, it’s going to take a step change in battery capacity. I would welcome a heavy hybrid in the style of modern trains, I’ll spend more than I make up in fuel economy to purchase it.
Yes, I did. But I feel like you missed key points?
1. The video mentions pumping losses because it was an old argument against EGR, which only applied to older diesels relying on a butterfly valve for vacuum. Pumping losses still matter in a turbodiesel though, as it's a resistance you need to overcome with more fuel.
2. At idle, when the EGR is open, you get a lower combustion temperature which accelerates the natural cooling of the combustion chamber that happens at idle. So at that point, when the engine is using the least possible amount of fuel, efficiency will be dropped for a while.
But:
3. The EGR is only ever fully open for a bit when idling after the cylinders have been run hot. Once the temperature has dropped a bit, it will be only be slightly open. When you press the gas, it closes entirely. When fully closed, it has no impact on efficiency.
4. No, the EGR is entirely harmless - the small amount of recirculated exhaust gas only contains things that were already present in the cylinder a moment ago. The PCV on the other hand pulls oil into the combustion chamber.
If you're concerned about the idle fuel economy impact of the EGR, get a car/truck with start-stop as it removes the concern entirely, netting you an inf% improvement to idle fuel consumption.
> Regarding electric, what’s the range of the available electric tow vehicle that costs 50k and can tow 18,000 lbs with 10% of that on the rear axle? -inf because it doesn’t exist.
Ignoring that it wouldn't be "minus infinity", no one is claiming that someone actively towing 18000 lbs should buy an electric before they can do what you need them to do.
People can get over-excited about technology to the point of pushing it a bit too hard. If you have an actual need (most people citing towing capabilities have never used their trailer hitch), keep using a gasoline truck with the correct factory emission equipment until the better technologies have matured for your use-case.
One YouTube video does not make you an expert. I’m a mechanical engineer and I’ve been building and running these my whole life, but if my creds don’t work for you, check out Gale Banks or Dave’s Diesel, a couple of shops that don’t sell delete kits but will explain the obvious thermo, physics, and design issues with what I’m telling you is a problem, then explain why.
EGR only open for a bit when the combustion temp is high. Good god. What are you even talking about. You couldn’t be more wrong if you tried to be.
Pumping loss doesn’t matter to a turbo. Are you familiar with a wastegate?
EGR LOWERS COMBUSTION TEMP. Engine efficiency is directly correlated with the temp gradient between the combustion temp and the outside air. By the way each cycle is its own thing. Conductive or radiant heat from the last cycle is so insignificant you ignore it in the calculations. The barrier layer insulates the charge from the cyl wall and piston temps or you’d melt everything in the engine first time it fired.
You should take some college level thermo courses before you start popping off like an armchair expert. At least figure out what you don’t know before you just add another data point to the corpus trying to make sure dunning Kruger effect is actually backed up by examples.
1. My diesel, like most now is a turbo. Pumping losses are not relevant.
2. 30% lower combustion temp relates to that level of efficiency loss
3. The EGR is open A LOT to keep NOx down from a modern diesel.
3. The COMBO of PCV and all the soot from EGR is the exact problem. The oil from PCV wouldn’t coke in the intake tract without the soot, its oil mist. You pop open an engine with PCV and no EGR and the intake tracts are a little oily. Open a diesel with EGR and you see what it looks like in that video.
Regarding electric, what’s the range of the available electric tow vehicle that costs 50k and can tow 18,000 lbs with 10% of that on the rear axle? -inf because it doesn’t exist.
I had an electric car, I’m all for it for single vehicle travel. For actual towing, like I use my truck for, it’s going to take a step change in battery capacity. I would welcome a heavy hybrid in the style of modern trains, I’ll spend more than I make up in fuel economy to purchase it.