Universal Fit Sports Catalysts
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Jetex offer a huge range of high flow, performance catalysts that are designed to reduce back pressure and increase engine power output through significantly increased exhaust gas flow over OEM and standard aftermarket converters. This is achieved by a using a lower density stainless steel monolith matrix: 100 or 200 cells per square inch (cpsi), when compared to a standard ceramic substrate (400 or 600 cpsi). Stainless steel monoliths withstand extreme vibration and temperatures that normally would destroy standard ceramic substrates. The result is a more durable and longer lasting converter. Our catalysts can be supplied as complete units for welding (or clamping – depending on the type of catalyst) or as components for the customer to create their own sports catalyst. For off-road or track use we recommend a 100 cell catalyst. Some cars are used for both and therefore sometimes a 200 cell is necessary. For road cars we recommend a 200 cell catalyst for emissions compliance.
How to choose the right catalyst
Understanding which catalyst to use requires a few questions to be answered to narrow your choice down. There are different cell structures, mantle sizes, end cones, pipe diameters, BHP and emission ratings to deal with. But, it isn’t complicated. Once you know what your application requires, the catalyst will do the hard work.
Off road/track use? (usually use 100 cell)
Most track meets whether FiA or non-FiA require that a catalyst of some sort is fitted. As road emissions regulations are not an issue, a 100 cell catalyst can be used. For FiA championships, an FiA approved 100 cell catalyst has to be used; an example can be seen here. All FiA converters are supplied as complete working units and ready to be welded to pipework. 100 cell catalysts are the least restrictive and ensure track compliance.If the vehicle is to be used on the road, a 200 cell catalyst is necessary.
Or road use? (usually use 200 cell)
Since 1992 all production cars in the UK had to have a catalyst fitted. Then in 2001, all catalysts had to be EC approved. This was to ensure that catalysts did the job they were intended for. Alongside this, the allowable amount of CO2, NOX, CO and HCs emitted by petrol engines has been reduced through EC emissions rules. We are currently on Euro 6 standard with Euro 7 due around 2025:
- Euro 1 – 1992-97
- Euro 2 – 1997-01
- Euro 3 – 2001-06
- Euro 4 – 2006-11
- Euro 5 – 2011-15
- Euro 6 – 2015+
- (Euro 7 – 2025+)
For these standards to be achieved with high flow converters, a 200 cell is a minimum requirement.
An example of how well a 200 cell sports catalyst can work is shown by the case study below:
Vehicle: Saab 93 2006 310bhp
Catalyst Fitted: 5″ diameter Euro 5 (a Euro level higher than required)
CO – 0.563 %vol
HC – 106 ppm
Lambda – 1.111
CO – 0.01 %vol – ↓ 98.2%↓
HC – 4 ppm – ↓96.2%↓
Lambda – 1.005
There are 3 different diameter converters available; 4″, 4.5″ and 5″. Each has a different gas flow capacity and which size depends on the BHP output of the engine. Generally it is always advisable to fit the biggest possible. This ensures minimal increase in back pressure and also, by fitting a larger converter, the surface area is greater and so the gas will have more chance to come out cleaner at the other end. Our general guidance to BHP v catalyst diameter is as follows:
- 4″ up to 170bhp for non-turbo or 255bhp for turbo engines
- 4.5″ up to 215bhp for non-turbo or 325bhp for turbo engines
- 5″ up to 250bhp for non-turbo or 375bhp for turbo engines
These recommendations are more towards ensuring emissions are attained with 200 cell converters. With 100 cell the ratings are not so critical.
Complete unit or as parts?
FiA, Euro 3/4 (e-marked) and Euro 5 catalyst options are all complete converter units, ready to be welded into an existing exhaust system. These save time, have lambda fitting points and are rated according to specific emissions/regulations.
Another option is to make up your own catalyst using the mantels, cones and end stubs on their own. While the parts need to be welded together, there is an option of buying specific end connectors which allow the converter unit to be clamped in place. We always recommend converters to be welded in place, but slip joints do allow the easy removal of a catalyst.
There are a variety of different diameters to suit a large range of pipe sizes. These converter parts are generally suited for Euro 2/3 standards. To choose the right ‘DIY’ converter, follow these steps:
- Choose a mantle diameter
- Choose the right cone to weld to the mantle
- Choose the right end connector depending on your existing pipe diameter
Use this link and use the drop down menu to choose the correct parts for steps 1 (mantels), 2 (cones) and 3 (end stubs/connectors). Some more info is shown below:
Converters for Self-Assembly
We have 100 or 200 cpsi mantles (diameters of 4″, 4.5″ and 5″) that should be used in conjunction with our welding cones and stubs. Cones butt up to the mantle and can be TIG or MIG welded. Stubs should be used if the converter is to be clamped, but we recommend the converters are welded in place.
Designed to be welded to 4″, 4.5″ and 5″ mantles. If used without stubs/connectors, the cones must be welded to the existing exhaust system.
To be used in conjunction with 4″, 4.5″ and 5″ cones. Available to fit pipe diameters from 45mm to 76mm (1.75″ to 3″).
High Flow DPFs
Suitable as a replacement for an OEM DPF, our high flow DPFs increase gas flow, resulting in reduced back pressure of up to 50%, while maintaining a near parity in particulate extraction when compared to a standard DPF.
The unique dimpled spiral core combined with active surface molecules react with the exhaust gas when the DPF reaches 300 degrees. The particles are burnt off and so the DPF works continually, unlike a standard DPF which collects the particles and then has to enter regeneration mode, leading to loss of performance and inconvenience.
Suitable for Motorsport and Road Applications.
For 2″ (50.8mm) to 3″ (76mm) pipework.