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Old 02-06-2006, 08:09 PM   #21
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Quote:
Originally Posted by llBlazin_llLo
What are you O2 values and timing looking like when you get KR?
It is not the EGR... Many L36 have deleted the EGR without a problem. Going from stock to heavy modded.
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Old 02-06-2006, 08:20 PM   #22
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Originally Posted by big_news_1
So I guess I didn't make it very well-known that I was planning to do this as part of the cam/heads job? Nobody gave me this side of the story before I disabled the EGR. Everything I read seemed to indicate it really wasn't a big deal, but it'* a bit late for that now. I need honest opinions on what I should do at this point, and I'm open to the option of getting a different rear manifold if it'* the smart thing to do.

Sorry if I seem a little irritated, but it'* because I am. I thought I was doing myself a favor disabling the EGR, and now I'll need to spend more money and time to fix my mistake. Live and learn, I guess.
A little late with this but.. If you would have asked if it was a good idea to disable the EGR, myself and others would have told you not to.
But you only mentioned that you were going to delete it. I as*-umed that you knew the risk you were taking and were well aware of how the EGR system operates.

And as for home ported manifolds.. I'm doubting there up to par with the pems that are sold. Only because it'* your first attempt. Venders that sell them have done many sets and improved over time. (Don't take this the wrong way)

I'd have to say I'm with bill on hooking your egr back up to see if it is the definite cause.
I'm not sold on sleeving the UIM though. I would drill and tap the coolant holes in the LIM.
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Old 02-06-2006, 08:22 PM   #23
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Quote:
Originally Posted by llBlazin_llLo
Quote:
Originally Posted by llBlazin_llLo
What are you O2 values and timing looking like when you get KR?
It is not the EGR... Many L36 have deleted the EGR without a problem. Going from stock to heavy modded.
The only L36 I can think of that deleted the EGR with higher compression had headers. That extra flow of the headers most likely prevented knock.
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Old 02-06-2006, 08:59 PM   #24
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Quote:
Originally Posted by 95naSTA
A little late with this but.. If you would have asked if it was a good idea to disable the EGR, myself and others would have told you not to.
But you only mentioned that you were going to delete it. I as*-umed that you knew the risk you were taking and were well aware of how the EGR system operates.
Dude, I DID ask if it was a good idea..... nobody seemed to notice at the time though.

http://www.bonnevilleclub.com/forum/...ic.php?t=43339

I'm not sure what I'll do at this point. Ideally I would like to change my rear manifold, hook up the EGR again, sleeve the UIM, and plug the coolant passages. Plugging the coolant passages will prevent any coolant problems, and the added protection of a sleeved UIM will keep the composite from warping due to heat. I just wish I didn't have to go through the trouble.

Do you think maybe I could get away with a nice set of PEMs and leave the EGR unhooked?
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Old 02-06-2006, 09:10 PM   #25
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Whoa.. Missed that one..
I doubt PEMs any pems are going to cure 9 degrees of KR. Headers might but that is alot of knock. Not only that but were not even 100% the egr is the cause.
The only way to know is to hook it back up agian.
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Old 02-06-2006, 11:02 PM   #26
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100%. And it'* not often Mike and I agree!
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Old 02-07-2006, 01:07 AM   #27
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100%. And it'* not often Mike and I agree!
Hahahaha!

Well, I've got to say I'm not very happy that I have to throw more money at this car. But I guess it'* worth it in the long run. No matter what result I get with reinstalling the EGR, I can have the KR tuned out at ZZP.

Feel free to keep posting in this thread if there are more theories. This doesn't close the book on this issue by any means.
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Old 02-07-2006, 01:23 AM   #28
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Check this out..... it was posted in response to my thread at ClubGP.

Quote:
Originally Posted by 99GT2dr from ClubGP
Possibly TQ management? With the converter locked up, the max_Turbine_TQ_TCC_Locked is 208 lb-ft stock. So, if you go over that amount, TQ management kicks in and reduces timing via KR. Do you have a powrtuner? A DHP PCM, or are you using a stock PCM? That'* also a high-load/low RPM condition you described, which will of course cause KR. Changing the TCC settings would help.
Sounds interesting. Thoughts?
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Old 02-07-2006, 01:25 AM   #29
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Quote:
Originally Posted by big_news_1
Check this out..... it was posted in response to my thread at ClubGP.

Quote:
Originally Posted by 99GT2dr from ClubGP
Possibly TQ management? With the converter locked up, the max_Turbine_TQ_TCC_Locked is 208 lb-ft stock. So, if you go over that amount, TQ management kicks in and reduces timing via KR. Do you have a powrtuner? A DHP PCM, or are you using a stock PCM? That'* also a high-load/low RPM condition you described, which will of course cause KR. Changing the TCC settings would help.
Sounds interesting. Thoughts?
I disagree. The PCM torque management doesn't limit power by 'KR'. KR is a function of the knock sensors detecting something you don't want to hear.

The PCM in Torque Management will PULL timing, but not by indicated KR. That can only be knock or false knock.
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Old 02-07-2006, 02:11 AM   #30
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I see..... so in your opinion changing the TCC settings will do nothing?
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