HKSLE6 Catalytic Converter Lambda Probe

Many people, before purchasing our HKSLE6 system, ask for guarantees on the success and resolution of the malfunction indicator light ignition problem after the removal of the catalytic converter or after the installation of a sport or metallic one.

Since the creation of the first device KSL (about 15 years ago) , we have had the opportunity to gain considerable experience and awareness of the various causes that lead to anomaly lamp ignition.

I will try in a few lines to give a clear explanation, trying to make even newcomers understand the various issues.

Cars only 15 years ago had very mild detection and anti-pollution systems so remedying them after various “tampering” was relatively easy.

And even if someone had worked on the electronics by modifying the data by making excessive corrections ,the result was equally guaranteed.

Today with modern exhaust gas detection and correction systems. things have turned around, and even you can have anomalies and warning lights on even with completely original car.

And now we get into the full explanation.

The mere elimination of the catalytic converter in Euro 5/6 cars does not result in the one and only and usual abnormality of the warning light’ engine failure- on the instrument panel.

But it creates a set of interrelated situations, not all of which can be solved with our product HKSLE6 ( or with others if they exist) If we then add to this an ECU reprogramming with incorrect or non-compatible injection timing or excessive ignition advance angles. we end up with an excessively outsized final combustion product ( exhaust gas), such that it cannot be corrected with the use of the HKSLE6 system alone.

In fact, even if the product turns out to be a true catalyst, it is not able (given the minimum measurements of part exposed to gases) to fully unwind or treat the gases with beneficial effect or substitute for a true catalyst which has measurements of more than 2500 times higher.

Analyzing the removal of the catalytic converter alone, without any other modification, we could assume that we have only removed the catalytic converter.

It doesn’t. Having installed in place of the catalytic converter a replacement pipe we have certainly altered the efflux the temperatures and velocities of the exhaust gases.

Up to here nothing wrong, except that precisely these factors are preponderant for their “suction” effect applied to the exhaust valve at the moment of crossing with the intake valve,which has the task of bringing into the combustion chambers, a part of air, additional to that normally sucked in.

Of course, this occurs at certain rotational speeds, with higher peaks at the design points calculated during development.

So having nullified or enhanced this effect, we can find ourselves with over- or under-oxygen carburation.

This is according to the diameter of the catalyst replacement tube chosen if these variations fluctuate in the limit of 5 to 7% our system HKSLE6 will be able to handle it if we add to this situation a correction of the fuel map or advance map, (not properly evaluated) at emission control points (usually from 1000 to 4500 rpm) or with throttle below 60° opening, we will surely find ourselves with the fault light on even with our HKSLE6.

A ‘fat’ carburetion will create a high concentration of CO(carbon monoxide )which is difficult to manage by a mini catalytic converter ( euro 5-6 values = 1 g/km ) conversely, a too lean carburetion will lead to an excessive rise in nitrogen oxides NO x. ( euro 5-6 values = 0.06 g/km ) also difficult to manage.

So our advice is to evaluate on a case-by-case and car-by-car basis the modifications to be made or the modifications already made on that car, before proceeding with the elimination or replacement of the catalytic converter assembly.