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WarpSpeed Performance has a new high flow "Metallic Substrate Catalytic Converter" these converters have been specifically designed and manufactured to deliver optimum performance with minimal reduction of horsepower.

A catalytic converter is a device located in the exhaust system of all cars and most light trucks after 1990. It chemically changes pollutants like carbon monoxide hydrocarbons and nitrous oxides into harmless substances like carbon dioxide, nitrogen and water vapor. A converter uses an inside structure called a substrate that is plated with precious metals such as platinum, palladium and rhodium. These elements cause the chemical change.

Catalytic converters for exhaust gas purification incorporate a honeycomb-like structure called a 'substrate' onto which the catalytic material is deposited. This substrate may be made either from a ceramic material like those used by CarSound, Catco and Random or  from ultra-thin metal foil (like the new WarpSpeed Performance converters). Ceramic substrates dominate the markets with the largest volumes, primarily because they are mass-produced and cheap (well except for the Random's anyway).

Metal substrates offer the following advantages and are beginning to be used on some of the new high performance cars:

TESTING CERAMIC SUBSTRATE CONVERTERS

1. THE THUMP TEST
   Thump the converter with your fist. If it is a monolith type and you hear pieces moving around inside the converter chances are the substrate has come apart. The Dodge trucks, Jeep vehicles and most Chrysler products are known for this problem. Be sure to see if your warranty covers your failed converter. There may be mileage restrictions.
2. THE TEMPERATURE TEST:
   For this test you will need a digital pyrometer. To commence testing, run the vehicle at a high rpm for two minutes (about 2,000 rpm). This needs to be done to ensure that the converter has had time to activate. Touch the probe of the pyrometer to the front of the converter and note temperature. Touch the probe to the rear of the converter and note temperature. There should be a noticeable difference between the two temperatures, with the rear temperature being hotter. If the rear is not hotter than the front, the converter is not working properly.
3. THE BACK PRESSURE TEST:
   This test will require a back-pressure gauge. An inexpensive back-pressure gauge can be made from a small pressure gauge that reads from 0 to 30 PSI, a piece of vacuum tubing and a small 3 mm 0.D. piece of copper tubing with a 3 mm I.D. Viton 0-ring. This 0-ring will help to seal the hole that the copper tube is inserted into, or a back-pressure kit may be purchased from numerous sources pre-made. Drill a small hole in the exhaust pipe for the tube at the front of each converter. With the engine running, check the back pressure. The back pressure should be no more than 4 to 5 PSI. This reading is with the throttle partly open at 2500 rpm. When checking exhaust back pressure, be sure to check at the inlet and outlet of each converter or exhaust component tested. A reading of 1/2 to 2 PSI is normal when idling.
4. EXHAUST GAS ANALYZER TEST:
   A gas analyzer will tell you if the converter is functioning properly. By checking your CO (carbon monoxide) reading, you will also be able to tell if the system is operating rich. Hooking up the machine differs according to the model and brand of analyzer being used. Consult the analyzer manual for instructions. Once you have determined that the converter has failed, the next step should be to find out why it failed.

CONVERTER FAILURE:
CAUSES
You remove a defective converter from a car and it has melted down. What could have caused the converter to melt down? A step by step approach is needed to find the answer, so let's start at the beginning.

FUEL
Unleaded fuel must be used in vehicles with a catalytic converter. Using leaded fuel will cause the converter to become plugged and inoperative. Also some gas additives can damage a converter. Always check the instruction label of any additive added to your fuel system to be sure that it is converter safe!

OXYGEN SENSORS
This sensor sends information to the ECU (Electronic Control Unit) to maintain proper air/fuel mixture. It is located either in the exhaust manifold pipe or catalytic converter. As an oxygen sensor operates, it checks to see if oxygen is present in the system. If no oxygen is detected in the system, this would indicate a rich mixture, the oxygen sensor will read about 900mV (milli-volts). When excessive amounts of oxygen are present, the sensor voltage will read about 100mV Rich mixtures mean high readings, lean mixtures mean low readings. Please note the exhaust temperature must be at least 600 degrees F for the sensor to operate, and the measurements should only be taken with a multi-meter that has a 10 meg ohm impedance rating. Failure to follow this rule may cause you to replace the vehicle's ECU.
A properly functioning sensor will oscillate between 900mV and 100mV every few seconds. You can measure this with your multi-meter. If the reading does not oscillate or stays fixed, the sensor is defective. Also note that silicone from either antifreeze or RTV (silicone) sealant, can clog an oxygen sensor and the mixture rich and in time will ruin the combustion chamber the sensor should be replaced. When using a silicone sealer, make sure it is oxygen sensor safe.

FUEL INJECTION SYSTEMS:
Problems in fuel injection systems can also cause problems with the converter. Fuel injection systems differ greatly. Basically a fuel injection system uses small electrically controlled solenoids that deliver or inject fuel into the throttle body or into the intake part of the engine. These little solenoids are controlled by a computer which obtains information from various sensors located through out the engine. These sensors help the computer to determine how much fuel to inject. If an injector is leaking internally or dribbling fuel into the engine it may damage the converter. If the oxygen sensor is defective or the map sensor is bad this can also lead to converter damage. If the injection system uses a cold start injector (which is a small injector that is used to richen the mixture by injecting fuel into the intake air stream when the engine is cold) and if this injector is leaking or dripping, or if it's temperature sensor is not operating properly this too can damage the converter. Because of the many different injection systems used, consult the proper manual when diagnosing this system.

IGNITION SYSTEMS:
Many parts are used in the ignition system. This system delivers the voltage or spark to the appropriate cylinder to fire the engine. Any of the following problems can cause the converter to fail or be damaged, fouled spark plugs, bad spark plug wires, carbon tracked distributor cap or rotor cracked distributor cap. Make sure all spark plugs and wires are firing properly. A misfiring plug not only wastes gas but it make it defective. If the car has a coolant leak into makes converter. Be sure to check distributor timing and vacuum advance for proper operation.

MAP SENSORS:
These sensors tell the ECU how much air is entering the engine as well as the load on the engine. It also monitors barometric pressure. When this sensor fails it can cause a rich condition which can damage the converter. Because testing of these sensors vary between make and model, consult the manual before testing. Generally there are two types, the voltage type and the frequency varying type. To check the voltage type you would use a volt meter and vacuum pump. To check the frequency type you would use a tach and a vacuum pump.

CANISTER PURGE VALVE:
This vacuum-operated valve vents fuel vapors from the carburetor bowl to the charcoal canister. If the diaphragm becomes ruptured, the charcoal canister will flood and the mixture becomes rich and can damage the converter. To check the valve, disconnect the hoses to see if any petrol comes out of the hoses or valve. If there is petrol the valve should be replaced.

EGR SYSTEM
This system routes small amounts of exhaust gasses back to the Intake manifold to reduce oxides of nitrogen or NOX. Systems vary by design so you need to consult the proper manual for the vehicle you are working on. Some newer systems also use an EGR valve position sensor. If the exhaust system you are working on has one it must be checked also. While a bad EGR system will not lead to a converter failure, it might be the reason why the vehicle has a NOX problem.