CONVERTER QUARTERLY

www.easterncatalytic.com

CONVERTER QUARTERLY Volume VI, Issue 1 • Winter 2012

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

Eastern Catalytic Launches New Website We’ve just launched our newly redesigned website, and it’s up and running smoothly. Check it out to see our complete lineup of catalytic converters, manifold converters, and converter components for the aftermarket and for original equipment manufacturers. Visually, the sites’ size has been increased making it easier to read and navigate. A new video education section has been added to provide valuable technical tips, diagnostic information, and training videos designed to help customers learn more about catalytic converters, so they can purchase, install, and service them effectively and efficiently. The new website covers Eastern’s full range of converters for Universal, Direct-fit, Manifold, Diesel, and Heavy-duty applications, as well as the new Eastern ECO, CARB, and Manifold Converter Series.

New Applications Added To Our Popular ECO CARB Line Eastern Catalytic has expanded its recently introduced ECO CARB Series of aftermarket converters to include more popular directfit vehicle applications. Our three-way catalytic converters (TWC) have received a California Air Resources Board (CARB) exemption for use as aftermarket replacements on the following makes and models:

Also in this issue:

• 1995 and older T-1 pre-OBD II Trucks

• 1996 - 2003 Chrysler MDV

• 1995 and older PC-1 pre-OBD II PC

• 1996 - 2005 Ford MDV

• 1996 - 1998 Honda/Acura PC

• 1996 - 2003 GM MDV

QR codes and mobile apps for smartphones

• 1996 - 2002 GM PC/LDT1

• 2001 - 2005 Honda PC

Page 3

Eastern has made a substantial investment in engineering and R&D to develop these in-demand CARB applications. We continue to grow the line and are constantly working on additional California vehicle application programs.

Henry Hippert – aftermarketNews.com interview Page 2

Managing Emissions: Diagnosing Converter Concerns Page 4

New CARB and full line catalogs Page 6

Service Tips – Warranty checklist Page 6

For your free subscription of Eastern Catalytic Converter Quarterly, visit our website at: www.easterncatalytic.com

EC703 Converter Quarterly Newsletter V1.10.indd 1

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Executive Interview with Henry Hippert, Executive Sales Director

Henry Hippert

In this exclusive AMN Executive Interview, Hippert talks about the changes taking place in the catalytic converter market, Eastern’s new product lineup, and where this product category is headed in the future.

Editor: Between legislative efforts to reduce vehicle emissions and consumer interest in buying more fuel-efficient and environmentally friendly vehicles, where do you see the aftermarket emission control industry five years from now? HH: The aftermarket emission control industry will continue to grow from all sides over the next five years. We will need to make more R&D investments in order to keep new EOs coming in light of tougher emission legislation and increased market demand. Catalyst designs are getting more sophisticated and more complex, and we have to meet the challenge. A good example of this is the trend on many new vehicles toward incorporating the catalytic converter within the exhaust manifold. Sales growth is also expected to continue. On-board diagnostics and engine management complexity continues to evolve to meet tighter fuel economy standards, but that complexity sometimes comes at a price. Because the fuel system is looking at so many parameters for control, one glitch or failure in those parameters or components can cause an improper air fuel mixture and lead to catalyst damage, sometimes immediately. Replacing that failed catalytic converter without proper diagnosis and repairs will lead to another failed catalytic converter in short time and a voided warranty on the original replacement. Growth is also expected to come over the next five years from the eventual adoption of CARB aftermarket emission standards by the rest of the country. Currently, there are too many gaps in approved application coverage and product availability to effectively adopt the CARB standard nationwide, but it is expected that the EPA will, at some point, look for some additional areas for emission reductions and the aftermarket is a prime candidate. Editor: Eastern Catalytic straddles a very unique position in the marketplace. Most of the company’s products are manufactured in the U.S., and in addition to strong


U.S. sales, the company has seen success in the export market as well. To what do you contribute the company’s continual growth pattern over the past several years? HH: Our tremendous growth over the past few years is attributed to several factors: our continued investment in R&D as well as our product quality and customer service. While we are large enough to be ranked at 76 in the AASA’s ranking of the Top 100 North American Aftermarket Suppliers, we are still 100 percent family owned with direct daily involvement from George, Ken and Bill Schafer, the brothers who own Eastern Catalytic. While the drive in any business is always to get bigger and better, the focus and intention at Eastern is to keep the customers happy by always being available to make a quick decision or go the extra mile to satisfy the customer. Our president and founder, George Schafer, has always said that we will never get to be so big where someone with an issue, good or bad, can’t just call and speak to him directly. He has even been known to finish packing or welding a part himself at 6 p.m. on a Friday evening, just to meet a customer’s need. That dedication to customer service is the core value of our company. In general, on the R&D side of the business, the key is to stay ahead of the curve and look at newer OE designs and make sure we can duplicate fit and function as an aftermarket manufacturer. One of our keys to success has been our ability to provide integrated manifold converters that look and fit like OE. Also our new Executive Orders in the U.S. and EURO certifications for Europe give us the ability to offer the latest aftermarket products to the market. Editor: When so many companies today are focusing on going global today, where is Eastern’s primary focus? HH: Most recently, our focus has been on increasing plant capacity in the U.S. Our sales growth over the past few years has outpaced our investment in adding capacity, so over the past year we have been re-tooling our headquarters by adding major pieces of equipment, office space and more employees. We have become one of the major employers in our part of Pennsylvania and continue to hire people even in this tough economy. We expect to substantially increase our plant throughput this year, double that of just three years ago. We continue to ship our major warehouse customers with a 99 percent fill rate on a weekly basis; fulfilling daily drop shipment requirements remains our immediate focus and we have been successful in meeting these short-term goals. (Continued on page 6)

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Eastern QR Codes Connecting Smartphones To Catalogs

Eastern Catalytic has added QR codes to their printed materials, so customers can easily access product information on their smartphones. These QR (Quick Response) codes connect smartphone users to Eastern’s online catalogs, giving customers a convenient and easy way to get the most complete and up-to-date

catalytic converter listings and application information. Eastern is planning on more QR applications in the future, so that customers will be able to connect to other Eastern support materials such as sales, marketing, diagnostic, and training resources.

New Mobile App Makes Browsing Our Catalog A Snap We’ve teamed up with Vertical Development Inc. to launch a new mobile version of the Eastern online application lookup that gives users an easy, on-the-go solution for parts look up and product details. The new phone app is specially formatted for mobile screens to make access easier and faster. The catalog can be accessed at www.showmetheparts.com/ easterncatalytic or through the QR codes on Eastern’s printed materials. The CARB version of the mobile application can be found at www.showmetheparts.com/easterncatalytic-ca. In addition to make, model, and year applications, the mobile app also features a contacts and favorites tab that will allow users to save items and contact Eastern Catalytic directly from thier phone.


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Managing Emissions: Diagnosing Converter Concerns Adapted from Larry Carley’s article in Counterman magazine and re-printed with permission from Babcox Media. the problem persists, it’s obviously not fuel-related. More likely, it’s an exhaust restriction.

The catalytic converter is probably the most important emission control device on a vehicle because it cleans up the pollutants in the exhaust. Thanks to fuel injection, oxygen sensors in the exhaust manifolds and a feedback fuel control system, emissions are kept to a minimum. Even so, some pollution is still produced and must be eliminated by the converter. So the converter must be in good condition and working correctly to keep tailpipe emissions to an absolute minimum. And if there’s a problem? Then your customer’s vehicle will probably need a new converter.

Plugged Up A partially plugged converter will create a restriction in the exhaust system. This, in turn, will cause an increase in exhaust backpressure that can strangle engine performance, particularly at highway speeds. The engine may start and idle normally, but lack high-speed power. Fuel economy may also be down. At first, low fuel pressure or a plugged fuel filter (which can cause similar symptoms) may be suspected. A simple fuel pressure check with a gauge will tell if idle pressure is within specifications, and a flow test will tell if the fuel pump is capable of delivering enough fuel volume to meet the engine’s demands. The fuel filter may also be replaced in an effort to cure the problem. But when

Converter problems typically fall into one of five categories: 1. Plugged converter (partially or completely) 2. Dead converter 3. Marginal converter (still working, but efficiency is down) 4. Damaged converter (rust or physical damage) 5. Missing converter (somebody stole it!).


An exhaust restriction created by a partially plugged converter can also backup heat in the engine, causing the engine to run hot and possibly overheat. If this is the case, a cooling system problem may be suspected. A low coolant level, coolant leak (internal or external), stuck thermostat, defective cooling fan, clogged radiator, kinked radiator hose or bad water pump can all make an engine run hot and overheat. If all of these things have been checked and no problem was found, it may seem like a real head-scratcher. The fact is, many technicians don’t consider the converter as a possible cause of engine performance problems or overheating until they’ve exhausted all the other possibilities. So maybe a better diagnostic approach would be to check the converter first when an engine is exhibiting symptoms that may be due to a converter restriction. One of the quickest and easiest tests to perform is to check intake vacuum with a vacuum gauge. Find a place to connect a vacuum gauge to the intake manifold, and start the engine. Intake vacuum should usually be 18 to 22 inches of mercury (Hg) and remain steady at idle. If the vacuum reading is low and continues to drop, the converter may be causing a restriction. Next, increase engine speed to 2,500 rpm and hold steady. The vacuum gauge needle will drop when the throttle is first opened, then stabilize. But if the vacuum reading remains low or continues to drop, backpressure is building up in the exhaust system. Disconnect the converter and recheck the intake vacuum reading. If the reading goes back to normal, you’ve identified an exhaust restriction that needs further diagnosis before you condemn the converter. Though a plugged converter would be the most likely cause of the restriction, it’s also possible the exhaust system may have a collapsed or pinched exhaust pipe, or the muffler may be clogged. An alternative to measuring intake vacuum is to measure exhaust backpressure. It’s a much more difficult check to make because a technician has to find a place in the exhaust system to attach a gauge. If the engine has air injection, a technician can disconnect the check valve from the distribution manifold to hook up a gauge. Or, if the technician really wants to make a lot of extra work for himself or herself, they can remove the oxygen sensor and take

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Managing Emissions: Diagnosing Converter Concerns continued from page 4

a reading at its hole in the manifold or head pipe. Generally speaking, more than 1 psi of backpressure at idle, or more than 4 psi of backpressure with snap acceleration of the throttle is too much and indicates an exhaust restriction. If the converter is completely plugged, it should be a no-brainer to diagnose. The engine will start, run for maybe a minute or so, then stall as exhaust backpressure builds up and strangles the flow of exhaust out of the engine. If a technician suspects the converter is plugged, they can disconnect the converter and hold a trouble light up to one end and then look in the other end. If they can’t see through the honeycomb, the converter is obstructed and needs to be replaced. But before a technician can replace the converter, keep in mind the possible reasons for it failing in the first place. Converter restrictions are often caused by severe overheating which can damage the honeycomb. The underlying cause may be an overly rich fuel mixture or engine misfire (bad spark plug, plug wire or leaky exhaust valve). Any such problems should be diagnosed and repaired before the technician replaces the converter, otherwise the new unit may suffer the same fate.

Dead on Arrival Late model converters are engineered to go well beyond 100,000 miles of normal driving. On many cars and trucks, the converter may go the distance and outlast the vehicle itself. But sometimes converters can be contaminated and die a premature death. Converters can be fouled by contaminants such as lead from leaded gasoline, phosphorus and zinc from burning oil, or silicone (from coolant that gets into a combustion chamber through a leaky head gasket or cracked cylinder head, or from using the wrong type of RTV silicone sealer as an engine sealer). Newer motor oils have reduced levels of phosphates and zinc to prolong the life of the converter. Long-life OAT-based “orange” coolants, such as Dex-Cool, have also eliminated silicate corrosion inhibitors for the same reason (though silicates are still used in many other OATbased coolants). If the platinum, palladium and rhodium catalysts inside the converter become coated with any of these other elements, it can prevent them from triggering the chemical reactions that are necessary to clean up the exhaust. The efficiency of the catalyst drops way down or ceases altogether, causing an increase in emissions out the tailpipe. Since there is no way to rejuvenate a contaminated converter, replacement is the only repair option. How can a technician tell if a converter has stopped working? Unless it is plugged and causing a restriction, there are no obvious symptoms a driver would notice. Fuel economy and


engine performance are unaffected. The only way to tell is to use an exhaust analyzer to check the gases coming out the tailpipe — and that only happens if the vehicle is required to take an emissions test. A dead converter will typically cause higher than normal hydrocarbon (HC) and carbon monoxide (CO) readings, which may cause the vehicle to fail the emissions test if these pollutants are above the legal limits. The most obvious indicator of a bad converter (and usually the most accurate), however, is a Check Engine Light accompanied by a converter-related code, such as P0420 or P0430.Since 1996, vehicles equipped with Onboard Diagnostic II (OBD II) have incorporated a “catalyst monitor” to keep an eye on how efficiently the converter is working. The catalyst monitor compares the signal from a “downstream” O2 sensor in or behind the converter to that from the upstream O2 sensor(s). The O2 sensors react to oxygen levels in the exhaust. If the converter is working at high efficiency, the downstream O2 sensor signal will be almost flat and show very little switching activity compared to the upstream O2 sensor(s). But if the converter is contaminated and is doing little or nothing to clean up the exhaust, the activity of the downstream O2 sensor will mirror that of the upstream O2 sensor(s). The threshold at which the OBD II system will set a catalyst fault code will vary according to the year, make and model of the vehicle, and the emission levels to which that vehicle was originally certified. But as a rule, a drop in catalyst efficiency of 10 percent or more will usually set a fault code and turn on the Check Engine Light. Since a vehicle can’t pass a plug-in OBD II emissions test with an illuminated Check Engine Light, you can take one of two courses of action: you can replace the converter now, or you can clear the code, tell your customer to drive the vehicle for a few days to see if the light comes back on (which it likely will), and then replace the converter when he comes back the second time. The catalyst monitor can take a while to set, and typically requires driving the vehicle at various speeds including 15 to 20 minutes of highway driving. It may take several days before the monitor runs and sets a code, but sooner or later it will set a code if the converter is bad. But there is an exception. If the vehicle has a bad upstream or downstream O2 sensor, and the OBD II system has detected it and set a code, it will prevent the catalyst monitor from running. The oxygen sensor problem, therefore, must be fixed before you can verify whether or not the converter is working properly. (Continued on page 6)

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Managing Emissions: Diagnosing Converter Concerns continued from page 5

Converter efficiency can also be checked with an infrared exhaust analyzer. But many shops don’t have an exhaust analyzer, and chances are if the OBD II system says the converter is not working up to par, it probably is not.

classification have a 150,000-mile OEM converter warranty. If a converter needs to be replaced during the covered warranty period, the need to do so must be confirmed and documented by an emissions test failure.

The technician can also look at the reaction of the upstream and downstream O2 sensors on a digital storage oscilloscope to make sure the O2 sensors are working normally. But as long as there are no O2 sensor issues and the system is setting a catalyst code, assume the catalyst is contaminated and is not working at normal efficiency. Remember, the converter first has to pass the OBD II catalyst monitor self-test before it can be allowed to take a plugin OBD II emissions test. If the catalyst monitor won’t run, or the converter fails the test, the car won’t pass.

Missing In Action

Lazy Sensor So what happens if the technician replaces the converter, the catalyst monitor runs and resets the same code again? Now there’s a real problem. It’s unlikely a new replacement converter would be defective out of the box. But we have heard of instances of some “reconditioned” converters not performing as advertised. Assuming the technician replaced the old converter with a brand new one, a low converter efficiency fault code that reappears would most likely be due to a lazy upstream O2 sensor. When the front O2 sensor is slow to respond to changes in the air/ fuel mixture, the fuel feedback control loop may not be changing the fuel mixture back and forth from rich to lean often enough to provide enough extra oxygen in the exhaust for the converter to burn up all of the pollutants. This causes a drop in converter efficiency, which the OBD II system blames on the converter. The fix, of course, is not to replace the converter a second time, but to replace the lazy upstream O2 sensor(s). The hard part is explaining all of this to the customer who just paid several hundred dollars for a new converter he didn’t really need! Another reason for replacing a converter is if the shell has rusted through and blown out, or the converter has been physically damaged by running over something. The converter is surrounded by a heat shield that keeps heat away from the underside of the car. Over time, rust and vibration may crack the heat shield causing it to come loose or fall off. Loose heat shields are a common cause of exhaust rattle and noise. The shield can often be repaired or replaced. But if the converter shell has rusted though, the whole converter must be replaced. The catalytic converter is covered by an OEM eight-year, 80,000mile emissions warranty. California vehicles have a 10-year, 100,000-mile warranty, and California vehicles with a “PZEV”


A new kind of converter problem that has emerged recently in response to soaring metal prices is the vanishing converter. The motorist starts his car or truck in the morning and is greeted with a loud exhaust roar. When he peers underneath, he sees his exhaust pipes have been sawed off and his converter has disappeared. Vehicles most vulnerable to this kind of theft are those with a lot of ground clearance like four-wheel drive pickup trucks and SUVs. Thieves are stealing converters because scrap dealers are paying $50 to $100 or more for the platinum, palladium and rhodium catalysts inside the converter. To counter this kind of theft, a growing number of states are now requiring scrap dealers to take down names and driver license numbers of persons selling used converters. If a converter has been stolen, it must be replaced with another converter (same type and same location as the original). It is illegal to replace a missing converter with a straight pipe. Printed with permission from Babcox Media, Inc.

Henry Hippert Interviewed by aftermarketNews.com

continued from page 4

Editor: What do you think are the keys to maintaining a position of strength in the U.S. supplier industry today? HH: Technology is key for success today, and keeping up-to-date with new technology in all facets of our business remains a major focus for successful growth. Just this past month we signed on with our catalog systems supplier, Vertical Development, to be able to offer a mobile version of our ShowMeTheParts.com product catalog. We will be offering a QR code with all new materials to allow quick and easy access to the mobile application listing for all available products. New technology within manufacturing has also allowed us to cut down cycle times to produce some high-volume products while the new technology in components keeps us on the leading edge of what an aftermarket manufacturer can offer. This month, we will be supplying the first 100 percent REACH compliant aftermarket catalytic converter to the U.K. Meeting the new REACH compliance required a great deal of research and testing into new materials in order to be able to claim success in reaching the tough goal of zero SVHC (Substance of Very High Concern) materials.

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Hot off the press: New CARB and Full Line Catalogs We have just released two new Eastern Catalytic product catalogs for your viewing pleasure – a 56-page ECO CARB Converter Catalog and a 362-page Full Line Catalog. The ECO CARB Catalog features a complete listing of catalytic converter applications, which have received a California Air Resources Board (CARB) Exemption for use as aftermarket replacements on California registered cars, vans, SUVs, and light trucks. The catalog includes VIN charts, vehicle emissions label information, OBD II Oxygen

Warranty Checklist: Is your cat covered? The EPA requires all converters to be warranted against defects in material and workmanship for five years or 50,000 miles, whichever comes first, and 25,000 miles for emissions performance. However, many converter failures are caused by upstream emission issues and are not covered by the manufacturer’s warranty. Before you put in a defective claim, be sure to check for telltale signs of damage that is not covered by warranty. Knowing what to look for will save you and your customer time and money, eliminate a lot of hassles, and help you get to the root of the problem quicker, so your next converter isn’t damaged prematurely. At Eastern Catalytic, we have created a “Converter Defect Check List” that makes it easy for service techs to verify converter failures that may not be covered by our manufacturer’s warranty. You can use this checklist as a guide, even if the converter was not made by us.


sensor locator, converter basics, diagnostic, and converter failure data, and OBDII and PRE-OBDII applications, as well as Eastern Catalytic’s Limited Warranty and return policy. The new Eastern Full Line Catalog is our largest and most comprehensive to date. It includes application listings for all Eastern Direct-fit, Universal, High Performance, Diesel, and Manifold lines, as well as the ECO II, ECO III, ECO GM, and ECO CARB converter series. Flex pipes, components, and accessories are included as well. The catalog also incorporates an engine size conversion chart, VIN Chart, vehicle emissions labels, OBD II Oxygen sensor locator, along with valuable information on converter basics, diagnostics, causes of converter failures, selecting direct-fit and universal converters, EPA requirements, and Eastern Catalytic’s Limited Warranty and return policy.

Defect Check-in Procedures Step 1: Check for road impact Does the converter rattle inside while the engine is running? Check for loose or broken substrate by tapping the bottom of the converter

with a soft hammer.

Check if brick is out of proper position in the shell.

Step 2: Check for heat damage Examine steel shell and tubing for deep gray or black discoloration caused

by excessive heat.

Look for melted brick caused by leaky fuel injectors or exhaust leaks. Check for plugged brick caused by excessive exhaust gas temperatures.

Step 3: Check for chemical damage Look for fouled brick contamination caused by oil, antifreeze or fuel

additives.

Check for coating on brick from unburned fuel.

Step 4: Check for substrate damage Look inside converter for missing, plugged up, or melted substrate caused

by improperly running engine or contaminants in the exhaust.

Step 5: Check for missing parts Check for Eastern manufacturer’s EM or TD stamp codes. Compare converter against Eastern catalog photo to make sure all parts are

included. Some converters have two or three pieces.

For additional information, call your distributor or visit: www.easterncatalytic.com

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Eastern’s formula for success – Keep the customers happy. Eastern’s steady growth over the past few years can be credited to one very important factor – serving the customer. While Eastern is large enough to make the AASA’s Top 100 list of US Aftermarket Suppliers, it is still 100% family owned with direct, daily involvement from brothers, George, Ken, and Bill Schafer.

Dedication to customer service While the drive in any business is always to get bigger and better, the focus at Eastern is also to keep the customer happy by always being available to make a quick decision or go the extra mile. Eastern President and founder, George Schafer, has always said that the company will never get to be so big where someone with an issue, good or bad, can’t call and speak to him directly. That dedication to customer service is the core value of Eastern Catalytic. In addition to customer service, the brothers direct management involvement is also focused on the R&D side, where timely decisions can make a big difference on how quickly and efficiently a new converter series can be developed, earn a CARB executive order, and get to the market first.

99% order fill and drop ship Keeping the customers happy also means delivering the product when it’s needed. To keep Eastern’s capacity on pace with its sales growth, the company has been adding more equipment and personnel. This year’s plant throughput is expected to double that of just three years ago, and the company continues to satisfy its major warehouse customers with a 99% weekly fill rate along with drop ship fulfillment. World-class quality and innovation have made Eastern a leading choice in catalytic converters. Eastern now provides over 3,300 different catalytic converter part numbers with ‘best-in-theindustry’ coverage for over 60,000 applications on cars, light trucks, vans, and SUVs.

Eastern President, George Schafer, uses a special test fixture to check a newly welded direct-fit converter for proper fit so the customer is assured of a trouble-free installation.

2151 Cabot Boulevard West, Langhorne, PA 19047 USA In USA and Canada: (800) 553-7199 Not all products are legal for sale or use in California For your free subscription of Eastern Catalytic Converter Quarterly, visit our website at: www.easterncatalytic.com Worldwide: (001) 215-702-3600 • Fax: 215-702-3606 • [email protected]


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