In internal combustion engines, exhaust gas recirculation (EGR) is a nitrogen

oxide (NOx) emissions reduction technique used in most petrol/gasoline and diesel
engines.
EGR works by recirculating a portion of an engine's exhaust gas back to the engine
cylinders. In a gasoline engine, this inert exhaust increases the amount of matter in
the cylinder, which means the energy of combustion raises the temperature of the
matter less, and the combustion generates the same pressure against the piston at a
lower temperature. In a diesel engine, the exhaust gas replaces some of the excess
oxygen in the pre-combustion mixture.
Because NOx formation progresses much faster at high temperatures, EGR reduces
the amount of NOx the combustion generates. NOx forms primarily when a
mixture of nitrogen and oxygen is subjected to high temperature.
EGR in spark-ignited engines
The exhaust gas, added to the fuel, oxygen, and combustion products, increases the
specific heat capacity of the cylinder contents, which lowers the adiabatic flame
temperature.
In a typical automotive spark-ignited (SI) engine, 5 to 15 percent of the exhaust gas
is routed back to the intake as EGR. The maximum quantity is limited by the
requirement of the mixture to sustain a contiguous flame front during the
combustion event; excessive EGR in an SI engine can cause misfires and partial
burns. Although EGR does measurably slow combustion, this can largely be
compensated for by advancing spark timing. The impact of EGR on engine
efficiency largely depends on the specific engine design, and sometimes leads to a
compromise between efficiency and NOx emissions. A properly operating EGR
can theoretically increase the efficiency of gasoline engines via several
mechanisms:
• Reduced throttling losses. The addition of inert exhaust gas into the intake
system means that for a given power output, the throttle plate must be
opened further, resulting in increased inlet manifold pressure and reduced
throttling losses.
• Reduced heat rejection. Lowered peak combustion temperatures not only
reduces NOx formation, it also reduces the loss of thermal energy to
combustion chamber surfaces, leaving more available for conversion to
mechanical work during the expansion stroke.
• Reduced chemical dissociation. The lower peak temperatures result in
more of the released energy remaining as sensible energy near TDC, rather
than being bound up (early in the expansion stroke) in the dissociation of
combustion products. This effect is minor compared to the first two.
It also decreases the efficiency of gasoline engines via at least one more
mechanism:
• Reduced specific heat ratio. A lean intake charge has a higher specific heat
ratio than an EGR mixture. A reduction of specific heat ratio reduces the
amount of energy that can be extracted by the piston.
EGR is typically not employed at high loads because it would reduce peak power
output. This is because it reduces the intake charge density. EGR is also omitted at
idle (low-speed, zero load) because it would cause unstable combustion, resulting
in rough idle.
EGR in diesel engines
In modern diesel engines, the EGR gas is cooled through a heat exchanger to allow
the introduction of a greater mass of recirculated gas. Unlike SI engines, diesels are
not limited by the need for a contiguous flamefront; furthermore, since diesels
always operate with excess air, they benefit from EGR rates as high as 50% (at
idle, where there is otherwise a very large amount of excess air) in controlling NOx
emissions.
Since diesel engines are unthrottled, EGR does not lower throttling losses in the
way that it does for SI engines (see above). However, exhaust gas (largely carbon
dioxide and water vapor) has a higher specific heat than air, and so it still serves to
lower peak combustion temperatures. There are trade offs however. Adding EGR
to a diesel reduces the specific heat ratio of the combustion gases in the power
stroke. This reduces the amount of power that can be extracted by the piston. EGR
also tends to reduce the amount of fuel burned in the power stroke. This is evident
by the increase in particulate emissions that corresponds to an increase in EGR.
Particulate matter (mainly carbon) that is not burned in the power stroke is wasted
energy. Stricter regulations on particulate matter(PM) call for further emission
controls to be introduced to compensate for the PM emissions introduced by EGR.
The most common is particulate filters in the exhaust system that result in reduced
fuel efficiency[citation needed]. Since EGR increases the amount of PM that must be
dealt with and reduces the exhaust gas temperatures and available oxygen these
filters need to function properly to burn off soot, automakers have had to consider
injecting fuel and air directly into the exhaust system to keep these filters from
plugging up.
EGR deletion
EGR deletion in the Diesel is considered justified by a wide range of people,
including the environmentally conscious. Although deleting the EGR system
results in increased Nitric oxide. Hydrocarbon, Particulate, Carbon monoxide and
Carbon dioxide are drastically reduced. Further adding to benefits of EGR deletion,
is the increase in fuel economy which can be over 25%. Reduced fuel consumption
has environmental benefits that extend beyond the vehicle itself. End gas
recirculated back into the cylinder adds wear inducing contaminants and increase
engine oil acidity. This can result in a poorly, inefficient running engine. The
increased level of soot also has negative effects on Diesel particulate filters. This
increase in soot creates a whole subset of problems and scenarios that can
negatively impact the immediate environment.

EGR implementations
Usually, an engine recirculates exhaust gas by piping it from the exhaust manifold
to the inlet manifold. This design is called external EGR. A control valve (EGR
Valve) within the circuit regulates and times the gas flow. Some engine designs
perform EGR by trapping exhaust gas within the cylinder by not fully expelling it
during the exhaust stroke, which is called internal EGR. A form of internal EGR is
used in the rotary Atkinson cycle engine.
EGR can also be used by using a variable geometry turbocharger (VGT) which
uses variable inlet guide vanes to build sufficient backpressure in the exhaust
manifold. For EGR to flow, a pressure difference is required across the intake and
exhaust manifold and this is created by the VGT.
Other methods that have been experimented with are using a throttle in a
turbocharged diesel engine to decrease the intake pressure to initiate EGR flow.
Early (1970s) EGR systems were unsophisticated, utilizing manifold vacuum as
the only input to an on/off EGR valve; reduced performance and/or drivability
were common side effects. Slightly later (mid 1970s to carbureted 1980s) systems
included a coolant temperature sensor which didn't enable the EGR system until
the engine had achieved normal operating temperature (presumably off the choke
valve and therefore less likely to block the EGR passages with carbon buildups,
and a lot less likely to stall due to a cold engine). Many added systems like "EGR
timers" to disable EGR for a few seconds after a full-throttle acceleration. Vacuum
reservoirs and "vacuum amplifiers" were sometimes used, adding to the maze of
vacuum hoses under the hood. All vacuum-operated systems, especially the EGR
due to vacuum lines necessarily in close proximity to the hot exhaust manifold,
were highly prone to vacuum leaks caused by cracked hoses; a condition that
plagued early 1970s EGR-equipped cars with bizarre reliability problems (stalling
when warm, stalling when cold, stalling or misfiring under partial throttle, etc.).
Hoses in these vehicles should be checked by passing an unlit blowtorch over
them: when the engine speeds up, the vacuum leak has been found.
Modern systems utilizing electronic engine control computers, multiple control
inputs, and servo-driven EGR valves typically improve performance/efficiency
with no impact on drivability.
In the past, a fair number of car owners disconnected their EGR systems in an
attempt for better performance and some still do. The belief is either EGR reduces
power output, causes a build-up in the intake manifold, or believe that the
environmental impact of EGR outweighs the NOx emission reductions.
Disconnecting an EGR system is usually as simple as unplugging an electrically
operated valve or inserting a ball bearing into the vacuum line in a vacuum-
operated EGR valve. In most modern engines, disabling the EGR system will
cause the computer to display a check engine light. In almost all cases, a disabled
EGR system will cause the car to fail an emissions test, and may cause the EGR
passages in the cylinder head and intake manifold to become blocked with carbon
deposits, necessitating extensive engine disassembly for cleaning.
 Purpose
The EGR system is used to lower NOx (oxides of nitrogen)
emissions caused by high combustion temperature and excessive
oxygen. Adding exhaust gases back into the intake, displaces
oxygen and decreases combustion temperatures.
A pipe from the RH exhaust manifold feeds exhaust gas to a port
at the back of the intake manifold. An internal passage in the
intake manifold feeds over to where the EGR valve mounts
(lower, round hole). The EGR valve mounted on the back of the
intake manifold is used to meter small amounts of exhaust gas
(via upper, square-ish hole) back into the intake and on to the
combustion chambers . Flow diagram
Operation
Vacuum is used to operate the EGR valve. Only a small amount
of exhaust gas is allowed to pass through the valve. Too much
exhaust gas can hinder combustion. The valve is usually open
when the engine is warm and above idle speed. Scan tools or
programs will usually show when the valve is commanded open
by the PCM.
EGR Control
Vacuum to the EGR valve is controlled by a solenoid valve that
is pulse width modulated by the PCM. This modulation of ON
and OFF many times per second controls the amount of time
vacuum is applied to the EGR valve.
The PCM uses RPM and info from the following sensors to
regulate the valve:
Engine Coolant Temperature (ECT) sensor
 Intake Air Temperature (IAT) sensor
 Throttle Position Sensor (TPS)
 Manifold Absolute Pressure (MAP) sensor
 Park/Neutral Position (PNP) switch
 Vehicle Speed Sensor (VSS)
For testing purposes, grounding the DLC output/field service
enable terminal (1994-up), with the key ON and the engine not
running, will operate the solenoid and allow vacuum to pass to
the EGR valve.
Negative Backpressure EGR Valve
The 4th Gen F-body uses a negative backpressure EGR valve.
The amount of exhaust gas is varied, depending on the amount
of manifold vacuum and exhaust backpressure. This is why it is
typical to get an EGR diagnostic code when the exhaust system
is altered. Adding headers or removing the catalytic converter
can create changes in backpressure. OBD-II has higher
sensitivity to this and will "throw a code" more often than OBD-
I will.
The diaphragm on the EGR valve has an internal vacuum bleed
hole which is held closed by a small spring when there is no
exhaust backpressure. The PCM driven EGR solenoid controls
vacuum to the valve.
Engine vacuum opens the EGR valve against the pressure of a
large spring. When vacuum combines with negative exhaust
pressure, the vacuum bleed hole opens and the EGR valve
closes.
EGR Valve Identification
 Negative backpressure EGR valves will have a "N" stamped
on the top side of the valve after the part number.
 Positive backpressure EGR valves will have a "P" stamped
on the top side of the valve after the part number.
 Port EGR valves have no identification stamped after the
part number. If you have to replace a valve, compare the
stampings to be sure you have the right one.
Results of incorrect operation
Too much EGR flow will dilute the a/f mixture and make the
engine run rough or stall. Excess flow weakens combustion and
may result in the following conditions:
 Engine stops after cold start
 Engine stops at idle after deceleration
 Vehicle surges during cruise
 Rough idle
Too little or no EGR flow can allow combustion temps to get
too high during acceleration and load conditions. This could
cause:
 Spark knock (detonation)
 Engine overheating
 Emission test failure
Functional Checking
With engine idling, opening the EGR valve should cause the
engine to run rough or die. On the forward side of the valve
there are openings where you can get your finger or thumb in to
press the diaphragm toward the back (opening the valve). If
there is no change in engine rpm, the passages in the manifold
may be clogged. This does not appear to happen very often.
If you cannot get in there to push on the diaphragm, you can use
a hand vacuum pump (like a Mityvac) connected to the EGR
valve to open it. The valve should also hold vacuum, which
would prove that the diaphragm is not leaking.
You can check that the solenoid is getting adequate vacuum by
unplugging the vacuum supply hose at the solenoid and putting a
vacuum gauge on it. There should be at least 7" Hg of vacuum at
2000 rpm. If not, make sure the hose has no leaks and check the
vacuum at the manifold fitting.
The following will test whether vacuum will pass to the EGR
valve when the solenoid is operated:
To check the solenoid, remove the vacuum harness, rotate it and
reinstall so that only the EGR valve side is connected to the
solenoid. Unplug the vacuum hose at the EGR valve and install
a vacuum gauge in it's place. Install a hand held vacuum pump
(ex. Mityvac) to the manifold side of the EGR solenoid. Jumper
pins 5 and 6 of the DLC and turn ignition to ON (don't start).
This will put the PCM in field service mode and energize the
solenoid. Apply 10" Hg of vacuum with the pump and watch the
gauge on the EGR valve side of the solenoid. It should read the
same vacuum that you are applying. If not, you should check the
hose from the solenoid to EGR valve for leaks or your solenoid
could be bad.
If your vacuum reads like it should, turn the key OFF. Vacuum
at the gauge at the EGR valve end should bleed off (the pump
gauge may/may not bleed off-not a problem).
If you did not see the same vacuum at the gauge as on the pump,
connect the pump to the EGR valve side of the harness. Apply
vacuum and observe the gauge. The gauge should read the same
as the pump gauge. If it does, your solenoid or hose connection
is bad.
The EGR valve can be removed and checked for excessive
deposits that might hinder operation. Any particles that are
dislodged should be removed, so they do not get into the engine
or clog up the EGR valve.
You can use a wire brush or wheel to clean the surfaces of the
valve and manifold. If there are deposits in the orifices, you can
use a screwdriver to remove them.
Fastener specifications can be found in this table.
Keep or Remove?
As previously mentioned, the EGR system can help control
combustion and engine temperatures, reducing the chance of
detonation. It does not make the engine run hotter because it is
adding hot exhaust gases. The PCM will retard spark timing
when enough detonation (spark knock) is detected. Therefore, it
would seemingly be considered wise to allow the EGR system to
work and try to prevent detonation from even happening in the
first place. This is beneficial for the high compression LT1.
Because most of it is at the back of the engine, it does not take
up much room and can hardly be seen. Removing it to "clean up
the engine bay" hardly seems worth it. It does not operate at
WOT (Wide Open Throttle), so there is no real performance
enhancement for removing it, either.
Some have speculated that the EGR pipe's proximity to the back
of the intake manifold seal contributes to the infamous intake
manifold leak. Excess heat there certainly does not help matters,
but the pipe can be re-bent in some cases to increase the
distance. Some heat wrap could also be used, but has potential
as a fire hazard if not kept maintained.
If you do wish or need to remove it, both the pipe and EGR
valve ports can be blocked off with plates. GM p/n 10054880
(known as the LT4 block-off plate) can be used to block off the
ports where the EGR valve is removed. If you want to block the
EGR pipe entry, you will have to get that from another source
(there are several on the internet or you can make it yourself).
Note: LT4 engines did not require the EGR system due to the
cam design used.
OBD-II cars usually do not like removal of the EGR system and
will result in trouble codes. PCM re-programming to disable it's
detection will take care of it. I have also heard of a couple other
more elaborate ways to trick the PCM into thinking it is
working.