1st Quarter 2008 - Eastern Catalytic

www.easterncatalytic.com
Converter Quarterly
Volume II, Issue I • January – March, 2008
2151 Cabot Boulevard West, Langhorne, PA 19047 USA • USA / Canada: Ph (800) 553.7199 Fax (215) 702.3606 • Worldwide: Ph (001) 215.702.3600 Fax (001) 215.702.3606
A Catalytic
Converter
costs how
much?!?
The Misleading
Nature of the
The title of this article is a
question heard by shops
and counter people all
over the country, but what
really goes into the cost
of a catalytic converter? The cost of a converter doesn’t start
with just the manufacturing components; it actually begins
prior to the construction of the converter and includes the
catalyst development, certification, application research,
design, tooling, and fit checking. All these contribute to the cost
for each product. With the growing number of applications,
certifications, and converter types, R&D has become a major
By Ken Schafer Jr.
PO42O Code
© Reproduced with permission from Undercar Digest. For subscription
information call 800-274-7890 or visit www.mdpublications.com.
Upon the arrival of the Onboard
Diagnostics II (OBD-II) system, I
remember thinking to myself that
this new system was going to be
the greatest thing to happen to
vehicles since I had started working
on them. Now all I needed to do
was plug in a scan tool, since all
vehicles would have the same
data-link connector (DLC) much to
my delight again, and the car would
tell me what was wrong with it.
Converter Costs (Continued on page 4)
Recent recalls
The following recalls are all conditions where there
is MIL illumination but the problem is not the catalytic
converter. However, failure to correct some of these
conditions can lead to converter damage.
NOTE: Recall data is copyright and is reprinted with
permission from Motor Age and ALLDATA. For complete
information on these recalls, go to www.alldata.com.
Ford/Mercury: 2005 Taurus / Sable with 3.0L 4V engine
SUBJECT: MIL illumination with DTC P035x
(ignition coil) but no drivability symptoms may be
caused by software problems. Bulletin 07-5-1
Recalls (Continued on page 4)
Sadly, it was only a few weeks later that I learned that this
new system was still only a guideline and not a complete
diagnosis. Throughout the years, after the start of OBD-II,
it has become more and more accurate, but it still requires
a bit of investigating after retrieval of the diagnostic
trouble codes (DTCs). The P0420 code is no different.
Here is a scenario: A customer pulls into the shop and says,
“My check-engine light is on.” I tell them that I will scan
the vehicle and find out what the problem is. Once I hook
the scan tool up and navigate through the setup menus and
click on display codes, I see P0420. Then I click the display
code data and the scan tool says “Converter efficiency
below threshold.” I crane my head out of the driver’s seat
PO420 Code (Continued on page 2)
Visit Eastern Catalytic Booth #208 at
Showpower Chicago March 27-29th
For your free subscription of Eastern Catalytic Converter Quarterly visit our website at www.easterncatalytic.com
PO420 Code (Continued from page 1)
and yell to the manager that the vehicle needs a converter.
This may not be true, as further diagnosis is necessary.
From here on, I will try to explain some of the more-general
steps I would take when diagnosing a converter with a
scan tool. I will stay away from any finer points, as there
are variances from manufacturer to manufacturer, but using
these steps as a guideline should help to
properly diagnose a catalytic converter.
Upon displaying the codes, first be sure
that the P0420 is the only code present;
if not, diagnosis of the other codes is
necessary, as they may be causing the
P0420 code. The reason for this is that the
converter is the end result in the OBD-II
diagnostic. Basically, if there is a problem
with one of the sensors in the engine or
exhaust, it can cause either too much
or too little fuel to enter the engine.
Melted Catalyst
If the engine is getting too little
fuel it causes a lean condition, which raises combustion
temperatures and, in turn, raises exhaust temperatures.
Since converters operate properly only between certain
temperatures (900-1,400° F), extreme temperatures lower
the efficiency of the catalyst and can trigger the P0420 DTC.
At temperatures above 2,100° the catalyst will begin to melt
down, permanently destroying the catalyst (see Figure 1).
Too much fuel does two
things. First, the excess
fuel entering the exhaust
can coat the catalyst,
cooling it as well as
protecting the precious
metals (which cause the
catalytic reaction). This
will last until the second
problem happens: A spark
enters the converter
Burned Catalyst
and ignites the fuel, at
which point it turns into
a secondary combustion
chamber, destroying the catalyst (see Figure 2).
Once all the other DTCs are fixed, clear the codes and start
the engine. Warm the engine until the water temperature is
stable. Then, increase engine speed for about three minutes,
usually between 2,500 and 3,000 rpm; this will help the catalytic
converter light off. After this, look at the wave forms between
the front and rear O2 sensors. If the front O2 wave form is
switching from high to low (rich to lean) and the rear is close
to a straight line, the original converter should be OK. If the
rear O2 sensor is mimicking the front one, the converter most
likely took damage and may need to be replaced. A drive cycle
may need to be completed and the converter monitor ready
before you know whether the converter is good or bad. Follow
the manufacturer guidelines for the correct drive cycle.
Once you have completed the drive
cycle, or if when you first scan the
vehicle the only code present is P0420,
you should first look at the freeze-frame
data. This will tell you the conditions
that were present when the DTC was
set (vehicle speed, engine speed, O2
readings and fuel trim, among others, but
these four I have found most useful).
Looking at the fuel trim can tell you a lot
without telling you too much. I know it
sounds cryptic, but here’s an example:
The only code is the P0420 but the fuel
trim is high – usually above +8%, but this can vary, and one
should consult a repair database for proper percentages. You
already know that the engine is getting extra unmetered air into
the intake and the ECM is compensating for this by dumping
extra fuel into the intake. When this condition is present I look
for any type of vacuum leak, intake leak or a dirty mass-airflow (MAF) sensor that could be the cause of this problem.
If the fuel trim is low – usually
below -8%, but this can vary
the same as a high fuel trim
– you know that the engine is
getting extra unmetered fuel
into the intake and the ECM
is compensating by leaning
out the fuel mixture. This is
usually caused by either a
stuck fuel injector or a bad
fuel-pressure regulator.
Once the problem has
been identified the repairs
should be made, and
after the warm-up process has been performed the vehicle
should be tested to ensure that no other codes arise.
If the fuel trim looks within range it is time to look at the O2
values. The front O2 sensor should be switching from rich
(over 600mV) to lean (under 300mV) and the rear O2 sensor,
or converter monitor, should be a nice, smooth line with
minimal variance in mV. When looking at the values of the O2
sensors pay particular attention to the switching rate of the
For your free subscription of Eastern Catalytic Converter Quarterly visit our website at www.easterncatalytic.com
Contaminated Catalyst
sensors and be sure that neither the front nor rear sensor
drops out or spikes for extended amounts of time. If either a
slow switching rate or spike/drop-out happens, but the O2
then recovers and appears to be operating normally, the O2
sensor may be starting to deteriorate – or as a lot of people
say, “It has become lazy” and may need to be replaced.
If you determine that the O2 sensor is lazy, remove it and
check it for any type of contamination, usually by oil or
antifreeze; if they are present, check the catalyst to ensure
that it is not contaminated or poisoned (see Figure 3). If
so, converter replacement will be necessary but not until
the engine is repaired and the poisoning agent is no longer
entering the exhaust, for this will lead to premature converter
failure. If none of the above conditions are present and
the engine is at operating temperature look at the front
and rear O2 sensors. If the rear O2 sensor is mimicking
the front one, the converter will most likely need to be
replaced; there are only a few other easy things to look at.
After reviewing all the data and determining that there are
no outside conditions causing the P0420 DTC, it is time to
raise the vehicle and inspect the converter. I first look for
any impact marks on the converter (see Figure 4) that may
have resulted from road damage. If there are no marks on
the converter I then inspect the body of the converter to see
whether it is discolored, indicating that the converter has been
overheated. If I see this, I usually consult the customer to find
Damaged Converter Body
out whether they have had any other repairs to the engine that
I am not aware of. This way I can ensure that a new converter
will not suffer the same fate as the one that is on the vehicle. In
most cases they would tell me that they have had other repairs
done in the recent past and I would proceed with replacing
the converter. If they tell me that they have not, I inform them
that additional diagnosis may be needed. This is when I settle
down and look over technical service bulletins (TSBs) and the
diagnostic flow chart for the specific application; I will not go
into these as they vary so much from application to application.
The final check I perform is to drop the faulty converter and
inspect the insides again, checking for fuel, oil, antifreeze, or
excessive carbon deposits (see Figure 5). If they are present,
again further engine repairs may be needed before replacement
of the converter. If not, I can be relatively certain that replacing
the converter will solve the P0420 DTC and my customer will
not be back in a week with that nasty P0420 code again.
The last thing I do, after replacing the converter with an
approved quality aftermarket converter like those from Eastern
Catalytic, is hook up my scan tool again and clear the codes,
warm up the engine again, and watch the O2 sensors to see
that the new converter lights off. Once I see this and the rear
O2 sensor has a nice, smooth line (see Figure 6), I can release
the vehicle with confidence that the problem has been fixed.
Ken Schafer Jr. is emission certification manager at Eastern Catalytic.
www.easterncatalytic.com.
Normal Catalyst
Waveform of Heated
Oxygen Sensor
Behind Catalyst
Waveform of
A/F Sensor
Abnormal Catalyst
Catalyst plugged with deposits
Waveform Comparison
For your free subscription of Eastern Catalytic Converter Quarterly visit our website at www.easterncatalytic.com
Converter Costs (Continued from page 1)
part of the converter business and cost model. Currently,
Eastern has over 1,100 direct fit parts for the US market alone
and over 300 universal parts for the global market, with converter
applications ranging from gasoline and Diesel autos to LPG, lawn
and garden equipment, large generators, and aircraft. For each
of these application areas there are multiple converters, each
with unique requirements and their own development costs.
To break down the development model of a typical converter
for the US market, here are the following cost drivers: EPA and/
or California Air Resource Board Certification (CARB), tool
and die cost to make the converter shell, research into the
design of the OEM part and all the applications that a single
part will fit, purchase of an OEM sample piece from which to
build the fixture, and sourcing a representative vehicle from
the application listing to perform a proper fit-check. Once you
have a part certified and designed, and you know what it will
fit, it’s time to figure out the production and material costs.
What materials go into a converter?
The main components of a typical catalytic converter for
automotive use are steel tubing, stamped steel shells, steel
flanges, ceramic substrate, chemical washcoat, precious
metals, and Interam® matting. Many applications include other
components such as gaskets, clamps, nuts, bolts, and O2
sensor bosses. Of these components, the higher cost items are
all commodities and a quick look at the recent history of their
market costs will help explain what your money is paying for:
The washcoat chemicals and precious metals used in today’s
Material Costs
1998
2003
2008
Raw Steel
Price Per Pound
$0.64 / lb.
$0.76/ lb.
$0.92 / lb.
$0.54 ft
$0.67 ft
$0.74 ft
Pt (Platinum Precious Metal)
Price Per Troy Oz.
$374
$695
$1,580
Pd (Palladium Precious Metal)
Price Per Troy Oz.
$290
$203
$380
Rh (Rhodium Precious Metal)
Price Per Troy Oz.
$617
$530
$7,050
Tubing
Price Per Ft.
catalysts are much more advanced then they were five years
ago. The technology needed to meet the strict emission
requirements for Low and Ultra Low Emission Vehicles has
lead to the need to increase the amount of precious metals
along with advanced chemical and coating technology.
Now that we know what components go into getting a converter
ready for the market and the raw materials costs, add in
machinery, labor, quality management, and overhead, and you
have an idea of what drives our product pricing. Oh, and we must
also add one additional expense we are all well aware of, the
rising cost of shipping and fuel surcharges. As a stocking Eastern
customer, at least you have the benefit of the lowest free freight
cost in the industry – call your sales representative for details.
Now you know what goes into the cost of a converter –
now you just have to explain it to your customers!
Recalls (Continued from page 1)
General Motors: 2004-07 Chevrolet Aveo
SUBJECT: Intermittent misfire with or without
misfire codes may be caused by poor engine
valve sealing. Bulletin 05-06-01-030C
Honda: 2005 Accord Hybrid
SUBJECT: MIL illumination with P0303 and P0304 or P0300
may be caused by software problems. Bulletin 07-016
Honda: 2005 Civic Si
SUBJECT: MIL illumination with P0134 (air/fuel ratio sensor)
may be caused by software problems. Bulletin 07-015
Toyota: 2004-05 Camry with 2AZ-FE engine
SUBJECT: MIL illumination with P2103, P2111 and/
or P2112 may be caused by a faulty hose connecting
to the throttle body. Bulletin EG023-05
Volkswagen: 2002-04 Golf, Jetta, New Beetle with 2.0L engine
SUBJECT: MIL illumination with P1355, P1358,
P1361, or P1364 may be caused by a faulty
ignition coil ground wire. Bulletin 01 07 28
Nissan: 2005-07 Pathfinder
SUBJECT: MIL illumination with P0442, P0455, P0456
and/or P1446 may be caused by a stuck or leaking
EVAP vent control solenoid. Bulletin NTB07-060
Toyota/Lexus: All Models
SUBJECT: Identifying cylinder banks and oxygen sensor
numbers can be confusing on some V-type and straightsix engines. Toyota has issued a helpful bulletin with
illustrations of every Toyota and Lexus six-cylinder
engine from 1994 on, showing the location of Bank
1 and Bank 2. Bulletins EG034-07 and EG015-07
Acura: 2005-06 RSX
SUBJECT: MIL illumination with DTC P1172 or P2A00
indicates faulty air/fuel sensor performance. Bulletin 07-01
For your free subscription of Eastern Catalytic Converter Quarterly visit our website at www.easterncatalytic.com