EGR delete/block off plate

[Dereku]

I guess it depends on perspective...

It is only a big problem when it happens to you. Losing an engine at 35K for any reason other than neglect is a big problem. Maybe not for Ford, but it ALWAYS is for the individual affected.

Agreed. Not many people blow their transmission at only 75k. But when it happened to me it was a big deal. Because of that I am looking at other failure points. I thought the 2.3 was solid due to the RS and mustang, go figure we get the EGR cooler lol.

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[Loweredon33s]

Why is it only the Ranger 2.3s that have it? Is it any easy process to remove?

Ranger, Bronco and Explorer. Not sure, never tried.

 

[Jason B]

I guess it depends on perspective...

It is only a big problem when it happens to you. Losing an engine at 35K for any reason other than neglect is a big problem. Maybe not for Ford, but it ALWAYS is for the individual affected.

Agreed. Not many people blow their transmission at only 75k. But when it happened to me it was a big deal. Because of that I am looking at other failure points. I thought the 2.3 was solid due to the RS and mustang, go figure we get the EGR cooler lol.

I agree with the two of you. Any major failure, and even some minor ones are stressful when it happens, even when covered by warranty. But I try to stay positive, with the 'it will never happen to me' attitude. In other words, I'm not going to lose sleep over something that might happen. If I did, I'd never get out of bed.

 

[Dereku]

I agree with the two of you. Any major failure, and even some minor ones are stressful when it happens, even when covered by warranty. But I try to stay positive, with the 'it will never happen to me' attitude. In other words, I'm not going to lose sleep over something that might happen. If I did, I'd never get out of bed.

I am not one of those people I promise you that. I am a fan of efficiency, not hyper miler crazy but worse than average. I just like to improve upon what ford did to make it more reliable. At times the aftermarket comes in with a solid piece of hardware. If ford can save $5 a truck thats big money for them. So I look for a better solution, and a contingency plan for when it does shit out. An egr block off in the glove box would be a good option for me I think. Ill fab one up eventually, probably after I actually need it.

 

[ControlNode]

Like a lot of parts filed as "emissions" components, it's not legal to bypass or remove it if the vehicle came with it from the factory. The law doesn't have a "well a nearly same engine in that car doesn't have it some I can remove it" allowance. And while the cars may not have one, the truck may due to different tuning, or they feel when used for towing having it was more beneficial (at least from emissions POV).

 

[TheExtra404]

hmm, i am planning on getting an extra and treat it as a cold spare. If a blockoff plate works, will see about that too then.

 

[dtech]

Although I believe the EGR was mostly driven by tighter emissions Ford does claim it improves mpg (5%) plus by lowering cc temps it acts to control knock.

On older vehicles- like a 1997 Passport it was a simple vacuum line disconnect and I don't recall it even triggered a CEL . Seems like it would be much more involved today. Older vacuum operated EGR valves sometimes needed periodic cleaning, Ford has shamefully managed to gunk up the works by using unreliable components.

 

[dtech]

This truck makes me want a 90s truck more and more. All the regulations and crap the manufacturers add is insane.

what about something from the 80s, truth about cars used "car" of the day, it's a beaut, the Rampage from Dodge
https://www.thetruthaboutcars.com/c...ed-car-of-the-day-1984-dodge-rampage-44510179

 

[ControlNode]

Although I believe the EGR was mostly driven by tighter emissions Ford does claim it improves mpg (5%) plus by lowering cc temps it acts to control knock.

On older vehicles- like a 1997 Passport it was a simple vacuum line disconnect and I don't recall it even triggered a CEL . Seems like it would be much more involved today. Older vacuum operated EGR valves sometimes needed periodic cleaning, Ford has shamefully managed to gunk up the works by using unreliable components.

Back then the Passport was just a rebadged Isuzu though.

 

[dtech]

Back then the Passport was just a rebadged Isuzu though.

It was and it was arguably underpowered but did well off road > 10" clearance, torsion bars front, leafs rear with non slip rear end. Gave it to our son when he went off to college and he ran the thing for yrs , going close to 300k with multiple deer collisions and so on, other than wear items much of it was oem.

 

[Dereku]

what about something from the 80s, truth about cars used "car" of the day, it's a beaut, the Rampage from Dodge
https://www.thetruthaboutcars.com/c...ed-car-of-the-day-1984-dodge-rampage-44510179

Would not be against it. Big fan of mid 90s ford trucks. 96 f150 ext cab long bed, 5sp, inline 6, 4wd with a solid axle swap, and minimal lift on 33s. Yup I would be happy.

 

[Cmar]

EGR coolers failing have been a problem for ford in Aus with the 3.2 diesels, basically to the point that once your engine passes about 150,000 Km if it hasn't already failed then you should seriously consider replacing it for prophylactic reasons. The reason just seems to be poor design and even poorer quality from some crappy third party supplier. Early warning consists of a falling coolant level without an apparent leak anywhere. Late signs include overheating, blown head gasket, and warped / cracked head .

The later revised ones or aftermarket ones are supposed to be better. Many people have tried blocking them off, problem is it works on the earlier Px1 5G's (like mine) however later Px 2 and 3 (yours is practically the same as our Px3) Ford changed the design so that it is incorporated into the over boost system and it will throw codes and risk over boosting if you block it off.

EGR also has a nasty issue on diesels which isn't such a problem with your gas engines, and that is, well the purpose is the same, to dump some cooled exhaust gas into the intake air to lower the O2 concentration and peak combustion temperature, and thus reduce NO2 production. However in a diesel lowering the peak combustion temperature makes it burn sootier, this soot then ends up in the oil - making it get dirtier faster, and when introduced into the intake combines with oil mist from the PCV to set like tar in the intake manifold and intake valves, eventually choking them.

 

[Dereku]

Thanks for the input. So it stays, ill do 100k change to make my self happy. Remember our miles go further than yours lol. It’s the reason I no longer buy diesels.

 

[TJC]

I agree with the two of you. Any major failure, and even some minor ones are stressful when it happens, even when covered by warranty. But I try to stay positive, with the 'it will never happen to me' attitude. In other words, I'm not going to lose sleep over something that might happen. If I did, I'd never get out of bed.

In many of the known exposures, we can correct them before we have a possible failure. Things like the cheap hose bridge for the fan sensor. Correct it inexpensively before it fails and leaves you stranded.

Same goes for the transmission. Change the fluid early and add LubeGard Platinum before it self destructs. Then monitor as you drive for the first hint of an issue and change the fluid again.

 

[LawnMM]

Like a lot of parts filed as "emissions" components, it's not legal to bypass or remove it if the vehicle came with it from the factory. The law doesn't have a "well a nearly same engine in that car doesn't have it some I can remove it" allowance. And while the cars may not have one, the truck may due to different tuning, or they feel when used for towing having it was more beneficial (at least from emissions POV).

The local EPA nerd showed up. Don't leave your hood open at a trail head he'll report you.

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