Millions of people worldwide who enjoy the benefits provided by cars and trucks also suffer the miseries

of traffic pollution. But advances in automotive technology are helping to stem the tide of pollution and recent U.S. research into the effectiveness of one particular antipollution automotive component has uncovered one of the planets greatest environmental success stories which may have far-reaching global implications for as markets for new cars expand. The device in question is the catalytic converter, which cleans gases passing through vehicles exhaust systems. Engineers estimate that during the last 11 years 130 million catalytic converters used in the U.S. have eliminated automotive pollutants that-if unchecked and unabated-could have covered the country with a toxic blanket of carbon monoxide more than 500 feet deep. The carbon monoxide was captured from exhaust streams by catalytic converters and converted into harmless carbon dioxide. Engineers say that between 1975 and 1996, emissions control technology cleaned automotive exhaust streams in the U.S. of about 195 million tons of carbon monoxide; nearly 42 million tons of hydrocarbons; and at least 37 million tons of oxides of nitrogen. The carbon monoxide, at standard pressure and temperature (one atmosphere at 32 degrees Fahrenheit) and 100 parts per million concentration (the toxic level) would pile 512 feet high over the 50 states. The U.S. Environmental Protection Agency (EPA) data shows that due to emission controls, vehicles now sold in the U.S. emit 96 per cent less carbon monoxide, 98 per cent less hydrocarbons, and 90 per cent less oxides of nitrogen than vehicles sold in the early 1970s. The improvement in air quality is continuing, as new vehicles are equipped with the latest emission control technology and older cars are scrapped. Currently, 85 per cent of automotive air pollution in the U.S. comes from the oldest 50 per cent of vehicles on the road. Catalytic converters typically consist of a ceramic or metal honeycombed monolith substrate that carries precious metal catalysts. The coated substrate is wrapped in an intumescent mat that expands when heated, securing and insulating the substrate which is packaged in a stainless steel shell and fitted into the engine exhaust system. As exhaust gases pass over the catalysts, they promote chemical reactions that convert pollutants into harmless gases and water. Hydrocarbons combine with oxygen to become carbon dioxide; oxides of nitrogen react with carbon monoxide to produce nitrogen and carbon dioxide; and with hydrogen to produce nitrogen and water vapour. The catalyst formulation, which promotes a faster chemical reaction at a lower temperature, is usually a mixture of the noble metals platinum, palladium and rhodium, and sometimes other catalysts such as the rare earth ceria. A catalytic converter is not a stand-alone cure-all for emissions control. Unleaded fuel is required. And to operate properly, a converter is fitted as part of an engine management subsystem - an integrated set of specific-purpose emission control components.

DESIGN Passenger vehicle manufacturers have made tremendous progress in reducing emissions since the introduction of the first automotive catalytic converter in the mid-1970s. Early converters, called "twoway" converters, burned a percentage of the unused hydrocarbons (HC) and carbon monoxide (CO) produced by the relatively inefficient, low compression engines of the day. Two-way (oxidizing) converters burn HC and CO molecules with the assistance of a precious-metals catalyst. This process "converts" these harmful gasses into water vapor and carbon dioxide (CO2). It's important to understand that two-way converters are most effective when used with engines that have a lean air/fuel mix because this condition provides ample oxygen to "burn" the pollutants. Three-way converters use two catalyst processes reduction and oxidation - and a sophisticated oxygen storage/engine control system to convert three harmful gasses - HC, CO and oxides of nitrogen (NOx). This is not an easy task: the catalyst chemistry required to clean up NOx is most effective with a rich air/fuel mix, whereas HC and CO reduction are most effective with a lean air/fuel bias. To operate properly, therefore, a three-way converter first must convert NOx (with a rich air/fuel bias), then HC and CO (with a lean bias). Older three-way converters, called "three-way with air" or "three-way plus oxidation," perform this process by introducing additional oxygen between the reduction and oxidation stages to create a lean condition for the oxidation catalyst. (These converters are easily identified by their air tube.) Modern three-way units, found on most vehicles manufactured since the late 1980s, rely on an advanced catalyst chemistry that stores and releases oxygen on a single substrate, and an oxygen monitoring and control system (utilizing one or more O2 sensors) that causes the engine to oscillate between lean and rich conditions. This oscillation, combined with the oxygen storage and release on the catalyst surface, enables the unit to convert all three harmful gasses with the same catalyst brick. Today's "three-way" OBD II converters are just the last step in a highly sophisticated emissions control process. The chief component of this system is the engine itself, which, when operating properly, is significantly more efficient and environmentally friendly than its 1970s and 80s counterparts. Other leading components and systems playing important roles in reducing emissions in today's vehicles are engine sensors/controls, improved combustion chamber design and electronic fuel injection technology, each of which enhance the efficiency of the combustion process, resulting in fewer unburned pollutants.

About Catalytic Converter dot org

Catalytic Converter dot org is an industry sponsored site organized to provide automotive consumer education. Our site will provide information to the public on catalytic converter design faqs, failure prevention, maintenance and United States exhaust emission laws. Government policy needs to ensure that aftermarket catalytic converters are compatible with the vehicle's OBDII system, in addition to meeting emission requirements. The United States Environmental Protection Agency and the California Air Resources Board have implemented policies to address this issue. In October 1998, the U.S. EPA's Clean Air Scientific Advisory Committee (CASAC) provided peer review comments on a draft Health Assessment Document for Diesel Emissions (EPA/600/890/057C, February 1998). The U.S. EPA's National Center for Environmental Assessment requested a consultation with CASAC to discuss the ongoing risk assessment approach for addressing the major CASAC comments. The contents of this discussion paper are draft, do not cite or quote in all respects and should not be interpreted to be final risk assessment conclusions

or Agency policy. A fully revised Diesel Health Assessment Document is expected to be available for peer review and public comment in October 1999. EPA has actively supported and promoted the introduction of clean diesel engines and fuel for heavy-duty trucks and buses and for passenger vehicles. To take advantage of the best attributes of diesels - fuel efficiency and durability - while protecting public health, EPA, with full support of the Bush Administration, has put in place a number of programs, which together will result in the most dramatic improvement in air quality since the catalytic converter was first introduced a quarter century ago. While the regulatory measures described below will apply to vehicles and equipment built in the future, EPA's voluntary diesel programs address pollution from vehicles and equipment that are in use today. Our site provides information on a variety of mobile source air toxics (which are chemicals that are known or suspected to be hazardous to human health) and their environmental and public health effects.

Catalytic Converter FAQ

Q What is A Catalytic Converter? A It is a device which chemically converts harmful exhaust gases, produced by the internal combustion engine, into harmless carbon dioxide and water vapor. The converter was developed to meet stringent emission reduction levels as set forth by the Federal ERA and California Air Resources Board. Since the 1975 model year, vehicle manufacturers have used catalytic converters and other emission control devices, to meet those emission reduction levels. Q What is A Substrate? A It is the material inside the shell of the converter. There are two types of original equipment substrates: Pelletized, which consists of thousands of BB-sized ceramic pellets and Monolithic, which is a ceramic "honeycomb" style. The replacement converters listed in this catalog have monolithic substrates. Q What is A Catalyst? A It is a thin coating of precious metals (rhodium, platinum and paladium) applied to the surface of the substrate material. Its function is to assist in the chemical reactions that are required to lower the emission levels. Q What Are Oxidation And Three-Way Converters? A Oxidation converters control two pollutants-carbon monoxide and hydrocarbons. These gases come into the converter accompanied by enough oxygen to result in oxidation (burning) by flameless combustion. They pass through the substrate which causes the oxidation process to speed up changing them into harmless water vapor and carbon dioxide. Three-Way converters (also known as Oxidation/Reduction converters) perform the same function as oxidation converters plus they are designed to reduce levels of oxides of nitrogen. Some three-way converters are equipped with an Air Injection Tube. The additional air, which comes from an air pump, assists the chemical reaction in the oxidation catalyst. Q What is the ERA Policy On replacement Converters? A In August, 1986, the U.S. Environmental Protection Agency issued new guidelines for the construction, efficiency and installation of aftermarket converters. The converters listed in this catalog have been designed, tested, manufactured and proven to meet the ERA policy and emission reduction requirements. Q What Does the December 18,1986 Cut Off Date Refer to? A Replacement converters built before December 18, 1986 do not comply with the latest EPA policy.

The sale and/or installation of those converters may be prosecuted as a tampering violation of the Clean Air Act. Converters built after that date are in compliance. Those converters are permanently labeled with a date code by the manufacturer. The four digit code refers to the month and year of manufacture (example: "0488" is "April, 1988"). Q How Do You Determine Which Converter To Use? A A vehicle with the wrong type of converter may be considered a tampering violation by the EPA. It is important to use the converters listed in this catalog for the specific applications shown. Sometimes it is difficult to determine what type of converter is on a certain vehicle. Q Why Doesn't A Vehicle Pass An Emissions Test? A When a Converter does not function, no exhaust gas conversion takes place. Usually the vehicle will run fine, but it will not pass emission test standards. This may be caused solely by a worn or damaged converter. But, it is difficult to diagnose because it involves other emission system components, as well. The most common cause of this problem is lead contamination within the converter. Use of leaded fuel is usually the source of the contamination. Q What Makes A Converter Become Red Hot? A A Converter will get red hot when raw fuel is introduced directly into it. This is not the problem of the converter itself, but the result of a problem with the fuel system or ignition that allows unburned fuel to pass through the engine to the converter. Possible causes are improper ignition timing, fouled spark plugs, and air pump failure. Q What Causes A Converter To Become Clogged? A If a converter is operated too long at a high temperature, its substrate may "melt down" and turn into a solid mass inside the converter. The vehicle may seem sluggish, as if there were a loss of power. Again, an engine and/or fuel system malfunction is allowing a rich fuel mixture to reach the converter. If the problem is not diagnosed and corrected, future converter failures may occur. Q What Causes The Replacement Rubber Air Hose To Burn or Melt? A The air pump or check Valve could be malfunctioning. The universal hoses listed in this catalog are made of a high temperature (up to 550 F) Silicone rubber. Their purpose is to transport air (up to 125 F) to the converter. Under proper operating conditions they will not burn or melt. However, if hot exhaust gases back-up from the converter into the hose, damage could occur. Q Why Does The Exhaust Have A "Rotten Egg" Smell? A Many times on first start-up in the morning, the exhaust may smell like "rotten eggs". This is due to rich fuel condition with a cold engine. However, as the engine warms up, this smell should go away. If it does not, converter damage could possibly follow with extended driving. Q What Is The Converter Warranty? A The converters listed in this catalog are warranteed to meet the Federal ERA emission reduction requirement for 25,000 miles. Also, the converter shell is warranteed for five years or 50,000 miles, whichever occurs first. Q What Should Be Done With The Warranty Card? A The registration section must be filled in by the installer and mailed to the address indicated. The warranty statement and sales receipt should be kept by the consumer for future reference.

Catalytic Converter Failure

Catalytic converter failures typically fall into one of four categories: 1. Thermal failure (overheating) 2. Plugged substrate

3. Thermal shock 4. Physical damage Thermal failure is most often caused when excessive raw fuel comes into contact with the catalyst, and "burns" in the converter instead of in the engine. The high quantity of fuel generates temperatures well in excess of the capacity of the converter, causing meltdown of the ceramic monolith. The melted ceramic could block the exhaust path, leading to a significant loss of engine power. Visible symptoms include heat-related discoloration of the converter shell. Potential causes of thermal failure include: misfire, malfunctioning oxygen sensor, fuel delivery issue, improper choke setting/operation, and ECU malfunction. A plugged or contaminated substrate can be the result of an overly rich air/fuel mixture, radiator sealant, and oil or antifreeze entering the exhaust flow. The resultant carbon deposits restrict the operation - and ultimately the flow characteristics - of the converter by coating the unit's reactive surface. This degrades the converter's ability to perform its chemical conversion process, leading to potentially illegal levels of HC, CO, and NOx. Root causes of this problem are a malfunctioning O2 sensor, plugged or inoperable fuel injectors, piston blow-by, leaking head gasket, broken or frozen choke or carburetor float, excessive cranking time, and repeated incidences of running out of gas. Thermal shock occurs when a fully heated converter suddenly is "cold-quenched," such as coming into contact with snqw or ice. This leads to sudden contraction of the converter housing, which can cause cracks and disintegration of the ceramic substrate. Symptoms include a "rattling'' sound when the converter is tapped with a fist or mallet (monolith-type converters only). Physical damage, caused by running over road debris, collisions and other impacts, is usually easy to diagnose. This type of damage can break up the ceramic substrate or cause restriction that changes the flow characteristics of the converter or impacts the efficiency of the catalyst.

Catalytic Converter Care

A catalytic converter is a device which chemically converts harmful exhaust gases, produced by the internal combustion engine, into harmless carbon dioxide and water vapor. The converter was developed to meet stringent emission reduction levels as set forth by the Federal ERA and California Air Resources Board. Since the 1975 model year, vehicle manufacturers have used catalytic converters and other emission control devices, to meet those emission reduction levels. Substrate is the material inside the shell of the converter. There are two types of original equipment substrates: Pelletized, which consists of thousands of BB-sized ceramic pellets and Monolithic, which is a ceramic "honeycomb" style. The replacement converters listed in this catalog have monolithic substrates. Catalyst is a thin coating of precious metals (rhodium, platinum and paladium) applied to the surface of the substrate material. Its function is to assist in the chemical reactions that are required to lower the emission levels. In August, 1986, the U.S. Environmental Protection Agency issued new guidelines for the construction, efficiency and installation of aftermarket converters. The converters listed in this catalog have been designed, tested, manufactured and proven to meet the ERA policy and emission reduction requirements.

Replacement converters built before December 18, 1986 do not comply with the latest EPA policy. The sale and/or installation of those converters may be prosecuted as a tampering violation of the Clean Air Act. Converters built after that date are in compliance. Those converters are permanently labeled with a date code by the manufacturer. The four digit code refers to the month and year of manufacture (example: "0488" is "April, 1988"). When a Converter does not function, no exhaust gas conversion takes place. Usually the vehicle will run fine, but it will not pass emission test standards. This may be caused solely by a worn or damaged converter. But, it is difficult to diagnose because it involves other emission system components, as well. The most common cause of this problem is lead contamination within the converter. Use of leaded fuel is usually the source of the contamination. A Converter will get red hot when raw fuel is introduced directly into it. This is not the problem of the converter itself, but the result of a problem with the fuel system or ignition that allows unburned fuel to pass through the engine to the converter. Possible causes are improper ignition timing, fouled spark plugs, and air pump failure. If a converter is operated too long at a high temperature, its substrate may "melt down" and turn into a solid mass inside the converter. The vehicle may seem sluggish, as if there were a loss of power. Again, an engine and/or fuel system malfunction is allowing a rich fuel mixture to reach the converter. If the problem is not diagnosed and corrected, future converter failures may occur. The air pump or check Valve could be malfunctioning. The universal hoses listed in this catalog are made of a high temperature (up to 550 F) Silicone rubber. Their purpose is to transport air (up to 125 F) to the converter. Under proper operating conditions they will not burn or melt. However, if hot exhaust gases back-up from the converter into the hose, damage could occur. Many times on first start-up in the morning, the exhaust may smell like "rotten eggs". This is due to rich fuel condition with a cold engine. However, as the engine warms up, this smell should go away. If it does not, converter damage could possibly follow with extended driving.