Compare MagnaFlow's catalytic converters with any other manufacturer and you'll see why MagnaFlow has become a leader in the manufacturing of exhaust components. Others may employ one or two of the following features, but only MagnaFlow puts them all together to create a catalytic converter that exceeds basic need and function. Years of research and development have resulted in many unique features that are exclusive to MagnaFlow. Combine efficient manufacturing techniques and state-of-the-art industrial design to produce an end process and product that sets, rather than meets, the highest standards of product performance and efficiency in the industry.
Clean Parts - MagnaFlow de-greases and washes all fabricated components after assembly. The new converter is clean of metal dust and fragments. Every converter comes out of the box clean. This is almost an exclusive feature of MagnaFlow.
Resealable Boxes - MagnaFlow's converter boxes are made of a heavy gauge corrugated board that is three layers thick at the ends to protect the converters during shipment. The boxes are easily opened and re-closed, keeping the customer's inventory looking better, longer.
Until recently Tail pipe testing for emissions has been the standard for most states with an Emissions Testing program. Over the last few years however many states have converted to OBD II testing for all light duty vehicles 1996 and newer.
The testing consists of several steps to confirm that a vehicle is in compliance. They are:
A REVIEW OF OBD II TESTING FROM AROUND THE COUNTRY
Many of these codes are related to Fuel Trim and can directly affect the efficiency of the converter or the computers ability to monitor it correctly.
The following pages contain details of the P0420 code and specific testing techniques to aid you in diagnosing the vehicle properly… the first time.
There were many changes that took place with the implementation of OBD II but the change having the greatest affect on diagnostics was the Readiness Monitors. During operation, the on-board computer (PCM), continually tests itself and all emission components reporting to it. This monitoring process assures each component or system is operating within a pre-programmed set of parameters. The Catalyst Monitor utilizes pre and post converter oxygen sensors to continually check the oxygen storage capacity of the converter. During normal operation, the pre-cat O2 or Sensor 1 should display a rapidly changing voltage signal ranging from approximately 0V to 1V. The post-cat O2 will be flat line displaying little or no variation in it's signal.
A P0420 (Catalyst System Bank 1 Efficiency Below Threshold) or a P0430 (Bank 2), are indicators that the converter may not be functioning properly, but are not the end of the diagnosis. There are a number of steps that must be taken to assure that the root cause of the failure is found and repaired.
This is a snap shot of what was going on with the vehicle when the code was set such as Temperature, vehicle speed, load, throttle position etc. Using this information you can duplicate the conditions that set the code in the first place.
Along with current codes, also look for any history or pending codes. Any Fuel trim related issues will have a direct affect on the converters ability to function properly.
These include but are not limited to:
Catalytic converter shell coloration is a good indicator of Converter efficiency and light-off. Converter efficiency depends on factors including exhaust gas composition and temperatures Converter internal reactions (Light-off) begin to occur at Exhaust Gas Temperatures between 400 and 800°C. High operating temperatures should be avoided to prevent degradation of the converter. Always note any conditions that may prevent a converter from reaching Light-off temperature.
Check manifold and exhaust pipes for leaks. Check for any physical damage to the converter housing. Inspect O2 sensor wiring to ensure good contact at the connectors and no damage or shorted wires.
Check for missing, cracked or loose substrate. Severe discoloration indicating excessive temperature. Excessive build-up of carbon, soot or oil on the inside of converter and/or connecting pipes.
Technical Service Bulletins or TSB's are published by the Manufacturer to address particular issues, repairs or updates to a vehicles systems or components. Advances in technology have created scenarios whereby a software update to the vehicles computer may be all that is needed to repair a driveability issue. Intermittent MIL (Check Engine light) illumination, premature or false codes are also instances that might only call for a software update. Reprogramming or Reflashing are terms commonly used to describe these operations. TSB's are very specific and will clearly spell out what vehicles, systems and components the bulletins are addressing and what actions are to be taken including any updated components and/or reprogramming necessary for a proper repair.
Here are some common component failures that can lead to converter damage:
Following are the more common contaminants that will affect O2 and Converter performance: