Pinouts of EGR connector on MK7

[rossco_pb]

Does anyone have the pinouts of the EGR connector on Mk7 transit, 2.4 TDCi, 140ps and what the signals mean?

Wanting to be able to see when the EGR opens/closes. Either that or where the wires can be intercepted as getting at the plug on the EGR assy does look to be a bit of a pain.
Any useful information appreciated

[ake]

Why?
Egr opens at part throttle and part load
It closes at full throttle and full load

[knobby1]

If you suspect the EGR is faulty..I'd just replace it...not worth the grief of trying to save a dead one....

Lord Knobrot

[rossco_pb]

Why?
Egr opens at part throttle and part load
It closes at full throttle and full load

Because I would like to understand its operation in relation to turbo boost.

Can you help with pinout info?

[rossco_pb]

If you suspect the EGR is faulty..I'd just replace it...not worth the grief of trying to save a dead one....

Lord Knobrot

No, do not suspect it is faulty, just would like to understand how it operates when it is supposedly working correctly;-)

[knobby1]

No, do not suspect it is faulty, just would like to understand how it operates when it is supposedly working correctly;-)

Fair enough....as ake says....the EGR is normally open at idle, as we approach part throttle/part load it incrementally closes the higher the throttle position/load....and vice-versa. With the electronically actuated machines such as the 140 RWD and a few others...the PCM senses MAF, MAP, RPM, throttle position etc...and adjusts the VNT guide vanes to suit....this is why we can have full boost at 100kmh pulling up hill at full throttle or very little to no boost at 100kmh going down a hill with no throttle....it's constantly variable and works pretty well tbh.

As I understand it...when a vehicle is "mapped" for performance, the tuner can change things around to allow for variables/changes in fuel flow and/or turbo boost to achieve the desired results, better mid range, top end or economy etc.. The map itself is 3 dimensional and changing one thing will undoubtedly affect others, if it was easy...we'd all be doing it. Actually I'd love to learn more about it myself.

It doesn't take a genius to understand a small error can cause a lot of damage, this is where guys like Martyn, (Vantuner) are invaluable to our little community.

Sorry for the rambling....and I stand corrected as usual.

Lord Knobrot

[bambi mk 1]

Its a Transit mk 7 after all

[v8dave]

This is what you want.

egr_wiring1.png

The wire to pin 4 is Grey and Blue, it connects to the ecu.

[mjsroofing]

No, do not suspect it is faulty, just would like to understand how it operates when it is supposedly working correctly;-)

Fair enough....as ake says....the EGR is normally open at idle, as we approach part throttle/part load it incrementally closes the higher the throttle position/load....and vice-versa. With the electronically actuated machines such as the 140 RWD and a few others...the PCM senses MAF, MAP, RPM, throttle position etc...and adjusts the VNT guide vanes to suit....this is why we can have full boost at 100kmh pulling up hill at full throttle or very little to no boost at 100kmh going down a hill with no throttle....it's constantly variable and works pretty well tbh.

As I understand it...when a vehicle is "mapped" for performance, the tuner can change things around to allow for variables/changes in fuel flow and/or turbo boost to achieve the desired results, better mid range, top end or economy etc.. The map itself is 3 dimensional and changing one thing will undoubtedly affect others, if it was easy...we'd all be doing it. Actually I'd love to learn more about it myself.

It doesn't take a genius to understand a small error can cause a lot of damage, this is where guys like Martyn, (Vantuner) are invaluable to our little community.

Sorry for the rambling....and I stand corrected as usual.

Lord Knobrot

Thought the egr valve is closed on idle hence why when they are stuck open they won't start. I thought they only opened around mid revs is depending on boost etc....

[rossco_pb]

This is what you want.

egr_wiring1.png

The wire to pin 4 is Grey and Blue, it connects to the ecu.

Cheers for that perhaps a basic analogue voltmeter (or DVM) connected to pin 4 and ground would give a visual of valve position then - guess it working at logic voltage levels (0 to +5) as opposed to +12.

If nothing else I should be able relate EGR position to boost pressure although I am getting the feeling that some of the low boost apparent on the gauge when not accelerating heavily could actually be exhaust gas pressure being introduced by an open EGR. Will be interesting to see what gives

[rossco_pb]

Ok, bought a digital voltmeter gauge that I am gonna stick on the EGR position wire - will let you know the results and how it ties into turbo boost (if at all) -

[mjsroofing]

Ok, bought a digital voltmeter gauge that I am gonna stick on the EGR position wire - will let you know the results and how it ties into turbo boost (if at all) -

You got me interested now.lol

[loot]

3 pins are potentiometer.
2 pins are can motor.

Egr is spring return so voltage is only applied to open the egr.

The pot resistance tells the pcm what location the egr is in.

I joined led to the can motor once and it came on when i blipped the pedal, iirc i didn't get anything useful from the digital meter i used, (maybe the wrong setting i don't know.)

If you are trying to bypass the egr mechanically you'll have to use the pulse going to the motor, but it may not be the only hurdle along the system.

My 140 was plenty fast and i bought a new egr for 65 pounds after 2+ years of putting up with occasional egr problems.

So my conclusion was, there's better things in life to worry about

[v8dave]

It would be easier to use a bluetooth obdii adapter and something like the torque app to monitor egr position, boost etc.
You could log data safely rather than trying to read a display while driving.
Don't bother trying to rev it while stationary to see what happens, it knows it's not driving and does different things.

[rossco_pb]

If you are trying to bypass the egr mechanically you'll have to use the pulse going to the motor, but it may not be the only hurdle along the system.

Not trying to bypass the EGR, just want to know that it is working how and when it should. If perchance I stumble across a situation where say I found that "boost" pressure in the intake is due to exhaust gases via the EGR as opposed to the turbo, then perhaps it would be possible to set the turbo relaxed state to always be providing boost at a similar level as what open EGR results in and then blank off the EGR. Should be quite easy to do