JDM LEV Catalyzers

[S14DB]

I was reading an article about Japanese tuners using these $2k cat's to make 1,000hp cars pass smog even at LEV standards. Something about a high platinum content or something. They even are posting emissions levels in the specs along with the HP now.

I know some of the "hi-flow" cats on the market do horribly at their job. Worse than the stock cat sometimes.

Seem like the best of both worlds. High flow and clean exhaust. Only problem is that they are expensive. http://www.projectnissan.com/shoppin...&idproduct=984

Anyone have any more info on these things or have used them?

[s13driver]

i remember seeing something like that on the recent option video and i believe it was vol. 137. but since i don't understand a word they are saying so there aren't much info i can give you. the emission number does decrease once they put that type of cat. on.

[kandyflip445]

http://www.autoshop101.com/forms/h64.pdf

^That explains converters kinda dunno if that helps.

http://www.arb.ca.gov/research/icat/...s/ultramet.htm

http://www.abdn.ac.uk/chemistry/ex/c.../catalyst1.htm

Just a couple of links. Dunno if they'll help.

[S14DB]

"These monoliths on average have 64 channel openings per cm2 this allows for high flow rate and high efficiency because of higher surface area."

The HKS seems to use 150cpsi. So that would show some improvement over stock style.

[S14DB]

The NISMO Verudi eggplant Potts catalyser. They put the cells in an elliptical shape to increase flow across the cross-section instead of the turbulence that happens with a normal cell design. Increases flow by 20% and still meets Japanese emissions standards. Even with the VQ35.

http://www.nismo.co.jp/products/catalyzer/

[S14DB]

The Fujitsubo Makes more power and makes better smog numbers than the stock cat.

http://www.fujitsubo.co.jp/mc-prod/p...p3?id=00000087
Item-------STD---FUJITSUBO---Regulation value
ＣＯ[%]----0.05---0.00---------1.00
ＨＣ[ppm]--200----10----------300
ＣＯ[g/km]-1.2-----0.31--------1.27
HＣ[g/km]--0.14----0.08--------0.17
NＯｘ[g/km]0.15----0.03--------0.17
ＣＯ[g/TEST]40.0---21.8--------31.1
ＨＣ[g/TEST]5.00---2.97--------4.42
ＮＯｘ[g/TEST]3.50-2.44--------2.50

[drift freaq]

Ya I saw Sards version of this at a shop the other day. Cost is $750

[S14DB]

Originally Posted by drift freaq

Ya I saw Sards version of this at a shop the other day. Cost is $750

I've seen it for $599. No specs yet...

[S14DB]

Apexi has a minimum 130cpsi for their's and clams stock cats are around 300cpsi. The rare metal coating has a greater transfer area so it flows better.


http://www.apexera.co.jp/carlife/pro...r_cataly1.html

[Mike Wazowski]

I wonder how the Catco unit compares to these.

[S14DB]

The purpose of any catalytic converter is to reduce harmful emissions from the exhaust of a "properly tuned" combustion engine. It accomplishes this through a combination of heat and a precious metal catalyst that causes the harmful emissions to either oxidize or reduce to safe elements in the exhaust flow. If the engine is out of tune and not calibrated to OEM specs, the catalytic converter's efficiency is greatly diminished and could lead to a converter failure.

The precious metal catalyst is bound to an extruded ceramic honeycomb substrate. The ceramic has hundreds of flow channels that allow the exhaust gasses to come in contact with a maximum amount of surface area where the catalyst reaction takes place. The catalyst must come in direct contact with the exhaust gasses for the reaction to take place.

If the ceramic inside your converter becomes clogged or coated with carbon, lead or oil, then the converter’s efficiency is greatly reduced.

There are three basic types of automotive catalytic converters: Two-Way, Three-Way and Three-Way+Air. Each type uses a slightly different method and chemistry to reduce the harmful elements in exhaust emissions. Early model converters used a pelletized catalyst, but most modern converters are now designed with a free-flowing honeycomb ceramic catalyst. The type of converter required on a particular vehicle varies with model year, engine size and vehicle weight. Some vehicles use more than one type of converter to meet emission reduction standards.

Pre-Converter and Main Converter
Each of the three types of converters mentioned at left have a common need in order to function properly. Each needs to reach a minimum operating temperature before any emission reduction or oxidation takes place. This warm-up period immediately after a vehicle is started is when the catalytic converter is least efficient and the vehicle expels the most pollutants. Some vehicles employ a pre-converter in the exhaust system immediately after the manifold to help during this warm-up period. The pre-converter’s small size and proximity to the engine allow it to heat up and start functioning in less time than the main converter. It also pre-heats the exhaust gasses and helps the main converter reach operating temperature sooner.

Two-Way Oxidation Converter
Two-Way converter, used on cars between 1975-1980, oxidizes unburned harmful hydrocarbons and carbon monoxide along with secondary oxygen into water and carbon dioxide.
HC, CO, O2 OXIDIZE TO H20 and CO2


Three-Way Reduction/Oxidation
A Three-Way converter is a triple purpose converter. It reduces nitrous oxides into nitrogen and, like the two-way converter, it oxidizes unburned harmful hydrocarbons and turns carbon monoxide into water and carbon dioxide.
NOx REDUCES TO N2
HC, CO OXIDIZES TO H20 and CO2


Three-Way+Air
Reduction/Oxidation Converter
A Three-Way+Air converter performs the same function as the Three-Way converter: It oxidizes and reduces. The difference is the addition of secondary air between the two internal catalyst substrates that improves the oxidation capabilities of the converter. The secondary air is pumped into the middle of the converter between the two separate catalyst substrates. The front performs the reduction and the back ceramic performs the oxidation. It's like having two converters in one.

NOx REDUCES TO N2
HC, CO, O2 OXIDIZES TO H20 and CO2

[S14DB]

How most performance converters work is buy using the more expensive method of bonding the rare metals to metal instead of cheap ceramic. The metal lights off faster and increases the efficiency of the rare metals.

[S14DB]

Originally Posted by Mike Wazowski

I wonder how the Catco unit compares to these.

I have not seen any flow or efficiency data on Domestically made/available cats. Data I have found is that they are ceramic cores. I think they are generally OEM replacements with the performance gains from going to a bigger core/inlet-outlet.

[Mike Wazowski]

I also wonder what the sound level is like from these Japanese catalyzers. The main reason I got my Catco was the reduce noise level.

[S14DB]

Originally Posted by Mike Wazowski

I also wonder what the sound level is like from these Japanese catalyzers. The main reason I got my Catco was the reduce noise level.

From my reading of the Nissan they put out the same dbl as the stock cat. It's the construction and materials that make it flow better. They damp the sound the same.

[atom]

I read good things about the HKS and Nismo catalyzers on a Hong Kong skyline message board. HK smog controls are fairly strict from what I hear so at least from an emission perspective they probably do their job. I just can't get over the price. The cheapest one i'e seen for 240's is the sard catalyzer, they go for $400 all day every day on yahoo japan.

[S14DB]

Update found the magazine:
The Mag I was referring to is RevSpeed. They have a T1GP article every month where tuners do a time attack on Tsukuba Circuit. The new addition is the emissions info. This Autech R34 GTR they had was putting down 621hp with zero emissions. It did the Tsukuba is 58.65.