Exhaust Back Pressure Test Manual
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These may be signs of a bad catalytic converter:. The engine loses power. The engine stalls when idling.
A smell of rotten eggs wafts around the vehicle. You hear a rattling sound coming from underneath the vehicle.
These symptoms show up when your converter loses efficiency, the internal substrate disintegrates, the housing becomes partially restricted, or the converter becomes plugged up. Usually, when the catalytic converter runs into trouble, the Check Engine Light (CEL) will come on to alert you. The computer may store a trouble code (like P0420 through P0423) in memory. A trouble code doesn't necessarily mean the expensive converter needs to be replaced; you need to do some troubleshooting before you decide.
What the Converter Does A catalytic converter reduces harmful exhaust emissions:. hydrocarbons (HC). carbon monoxide (CO) (two-way converter). oxides of nitrogen (NOx) (three-way converter) It's possible that during normal operation the converter can succumb to age and lose the ability to catalyze emissions. But this is rare. Most catalytic converters outlast the engine.
If the converter is damaged, it's more commonly caused by engine performance problems (misfires, rich air-fuel mixture) or other serious issues that allow contamination (coolant and engine oil) to reach the exhaust system. A bad catalytic converter can be difficult to diagnose.
But the investigation can be well worth it. Before you send your car to the shop or decide to replace a potentially good converter, the following series of tests will help you troubleshoot the unit using some special but inexpensive tools. The catalytic converter is located between the exhaust manifold and the muffler.
The converter looks like a small muffler with a pipe connected at each end. Depending on your vehicle, you may have one or two converters.
Also, many Chrysler and Mitsubishi models use a mini-converter between the exhaust manifold and the main catalytic converter. The smaller converter heats up fast, so it begins reducing emissions as soon as a cold engine is started. To locate the converter, if necessary, check the for your particular make and model.
Troubleshooting Your Converter: Four Tests To determine whether your catalytic converter is clogged or has lost efficiency, apply the following four tests. For some tests you'll need a special tool, which you can find at most auto parts stores or online. You can apply two or more of these tests to confirm your findings. An exhaust system restriction will cause a loss of engine power, but so can many other problems. If you suspect a plugged-up converter, you need to test the system. This test requires a vacuum gauge; if you don't have one, consider buying one.
Exhaust Back Pressure Test Manual 4-wheel
A vacuum gauge is a useful diagnostic tool that will come in handy in other repair projects. Set the transmission to park (automatic) or neutral (manual), and apply the parking brake. Disconnect the vacuum hose at the brake power booster and connect the vacuum gauge to the hose or to another direct intake manifold port. Start the engine and let it idle for about 15 to 20 minutes so that it reaches operating temperature. At idle, vacuum reading should be between 18 and 22 in-Hg (inches of Mercury). Increase and hold ending speed to about 3000rpm.
Vacuum reading should drop but should go back to the previous level in a few seconds; otherwise, it's likely the exhaust system is blocked. Continue to the next step. Repeat the test, but this time, snap the throttle valve open about four times, rising engine speed to about 2500rpm. Take note of the vacuum reading with each snap of the throttle. If you see that gauge needle dropping steadily to near zero, most likely the catalytic converter or muffler is restricted. To confirm a possible restriction, loosen the back pipe from the catalytic converter just enough to allow gas to flow through.
Repeat step 6. If vacuum doesn't drop considerably this time, you've found the blockage (back pipe or muffler).
Otherwise, go to the next step. Loosen the header exhaust pipe from the converter just enough to allow exhaust gas to flow through. Repeat step 6 and take note of your vacuum readings.
If your vacuum readings show normal vacuum, the converter is restricted or plugged up. Just like the vacuum test above, a back pressure test can help you diagnose a clogged exhaust system, but this test is done directly at the exhaust system to detect a plugged catalytic converter or muffler or pipe. This simple test requires a back pressure gauge. You may find the gauge at your local auto parts store or online. To conduct the test, remove the oxygen sensor (front or rear). Sometimes, the oxygen sensor is difficult to remove because the exhaust system operates at high temperatures, causing the sensor to stick to the threaded bore it mounts on. (If you encounter this problem, refer to the section below, How to Unstuck a Stuck Oxygen Sensor.).
Start the engine and let it idle for about 20 minutes-or head over to the highway for a 20-minute ride and then go back to your garage. Locate and remove the front (pre-catalytic) oxygen sensor. You may need to raise your car with a floor jack and safely support it with a couple of jack stands, then block the rear wheels with a couple of wooden blocks. Then, install the pressure gauge in place of the oxygen sensor. With the gauge in place, start the engine and take note of the gauge pressure reading.
Normal backpressure should be close to zero: 3 psi at most. When increasing engine speed to about 2500 rpm, you should get a pressure reading between 1 and 3 psi. Your mileage may vary, depending on your particular model. However, a reading of around 8 psi or higher means you are dealing with a clogged converter, exhaust pipe, or muffler. If you need to test the back pipe or muffler, replace the oxygen sensor and remove the catalyst monitor (rear oxygen sensor) and install the back pressure gauge in its place. Repeat step 6.
Take a pressure reading at idle and at higher engine speeds. If back pressure is normal this time, you have a clogged catalytic converter; if back pressure is still high, you have a clogged muffler or back pipe. Oxygen sensors tend to seize to the exhaust pipes or manifold due to the high temperature at which they have to operate. This makes them difficult to remove because forcing the sensor loose can damage the boss threads. If you find it hard to loosen the oxygen sensor, follow these steps:. A few hours before you plan to remove the sensor, apply a quality penetrating oil to the base of the sensor. If time allows, apply the oil again a couple more times, an hour or two apart.
When you're ready to remove the sensor, park your car on a flat surface, lift the front of your vehicle, and safely support it with jack stands, if you need to, to access or reach the sensor. Block the rear wheels and set the parking brake. Start the engine and let it idle for about 10 minutes to raise the exhaust temperature.
This will help to loosen the sensor. Be careful when starting to work on the sensor itself: the exhaust pipes and manifold will be at a high temperature at this point and you can seriously burn your skin.
Disconnect the negative (black) battery cable from the battery. Unplug the sensor electrical connector, and loosen and remove the sensor using an oxygen sensor socket. If you don't have the socket, use a six-point wrench that can safely grab the sensor. If the sensor still feels stuck, just turn the sensor counterclockwise a few degrees until you can't turn it anymore, then apply penetrating oil and re-tighten the sensor. Repeat the previous step until the sensor becomes loose.
When catalytic converter efficiency degrades to the point that it stops catalyzing exhaust gases properly, the catalyst monitor (rear oxygen sensor) will report it to the computer. Following a pre-configured procedure, the computer will then turn on the check engine light (CEL) or malfunction indicator light (MIL) and store a trouble code, usually P0420 through P0424. Still, you can test your catalytic converter efficiency using a suitable kitchen thermometer, or better yet, an (recommended). Start the engine and let it idle for about 20 minutes to bring it up to operating temperature. Or take your car to the highway and then come back home. Park your car on a flat surface, set your transmission to Park (automatic) or Neutral (manual). If you don't have easy access to the front or rear of the catalytic converter, raise your vehicle using a floor jack and safely support it on jack stands.
Take a temperature reading of the inlet pipe that connects to the front of the catalytic converter, and take a note of the reading. Then, take a temperature reading of the outlet pipe that connects to the rear of the catalytic converter and take a note of the reading. If the catalyst has stopped working, the front temperature will be about the same as or higher than the rear temperature.
In a good catalytic converter, the rear of the converter will be 20 F degrees or more hotter than the front. Pellet catalytic converters use little ceramic beads coated with catalyst. The pellets can disintegrate because of overheating and plug the unit. Other vehicles use a 'monolithic' converter,' a ceramic honeycomb coated with catalyst. This substrate is firmly held inside the converter. But if the converter takes a direct hit from a hard object on the road or during an accident, the substrate can crack or break into pieces.
Also, operating under overheating conditions for a prolonged time can break the internal structure. To test the physical condition of a monolithic type converter, you can use a rubber mallet, or a regular hammer wrapped in a piece of cloth. Raise the front of the vehicle (if necessary to access the converter) and support it with jack stands. Chock the rear wheels and apply the parking brake. Tap the converter with the rubber mallet. If it rattles, the internal substrate has collapsed and you need to replace the converter. A catalytic converter is a reliable and efficient vehicle emission system device and can outlast your car's engine.
Exhaust Back Pressure Test Manual For Standardized
However, engine system problems, lack of proper engine maintenance, and driving mostly short trips can take a toll on a converter's service life. Contamination—oil, coolant, or unburned fuel leaking from the cylinders—can also destroy a catalytic converter. To avoid converter damage, follow your manufacturer's maintenance schedule for the fuel, ignition and emission systems. Also, make needed repairs when problems like the following show up:. Fix any system problem that causes the engine to routinely operate using a 'rich' air-fuel mixture. Unburned fuel will cause the catalytic converter to overheat and, eventually, to destroy itself. Replace old or fouled spark plugs that can prevent proper combustion of the air-fuel mixture.
Fix ignition system problems caused by poor maintenance or component failure. Use fuel and oil treatments to fight carbon buildup inside cylinders and around valves. Such buildup can lead to engine oil leaks into the combustion chamber or bad compression. Fix cylinder gasket problems that allow oil or coolant to leak into the combustion chambers. See the next section for clues to leaks into the combustion chambers.
Avoid driving only short trips (under 20 minutes) that prevent the catalytic converter from reaching operating temperature and burning off buildup. If necessary, take your car for a spin on the highway once a week to help the converter (and engine oil) burn buildup, contamination and other impurities. Avoid driving with a cylinder misfire condition. Misfires allow unburned fuel to pass to the catalytic converter.
Don't run the engine below operating temperature. Re solution manual hundred solution manual engineering. This also will keep the converter from doing its job. One reason an engine will run below operating temperature is a stuck-open thermostat.
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