Bad cat = screwed! ;(...but their is a silver lining in this!
04-19-10, 06:04 AM
#32
Yes your cat isnt clogged its the seals throughout your exhaust needs replaced they tried to sell me this at the dealer ship and I took it to midas and they found an exhaust leak so I bought the new seals and the light went away and everything is fine now its very quite once again.
The other one was relatively quite when I shook it - but still, I'm sure it was on it's last leg as well. I just figured I'd replace both.
04-25-10, 04:59 PM
#35
So, now my shop says that eventhough they are finding the right front cat to be the culprit they want to replace both of them because they feel that the front left cat could be on it's way as well. In order for them to perform this service and warranty all they want to replace both...to the tune of $1100 EACH! Plus a couple of hour of labor; so, I am looking at a $2500 bill.
Are there any suggestions or different routes that you guys can recommend?
Here's what it takes to install the cats yourself.
You ready for this?
1 14mm box wrench
1 14mm ratchet
extensions and PB blaster to taste
buy the cats and the cat gaskets from lexus of pembroke pines (even cheaper than carson) and save a TON of bucks.
04-26-10, 07:44 AM
#36
Could you tell that shop to go **** themselves?
Here's what it takes to install the cats yourself.
You ready for this?
1 14mm box wrench
1 14mm ratchet
extensions and PB blaster to taste
buy the cats and the cat gaskets from lexus of pembroke pines (even cheaper than carson) and save a TON of bucks.
Here's what it takes to install the cats yourself.
You ready for this?
1 14mm box wrench
1 14mm ratchet
extensions and PB blaster to taste
buy the cats and the cat gaskets from lexus of pembroke pines (even cheaper than carson) and save a TON of bucks.
01-23-11, 07:24 PM
#38
Driver School Candidate
Join Date: Jan 2011
Posts: 10
Likes: 0
Received 0 Likes
on
0 Posts
Po430 code fix. I battled this for a month and came up with a good cheap fix. I had the po430 code on a 2002 IS300. The cheap fix is to tie both of the bank 1 & 2 sensor 2 input wires at the ecu to the bank one sensor 2 output at the ecu. I used one gold plated butt splice connector at the ecu plug. You must leave both sensors and wiring in place good or bad for the heater load and bank one o2 sensor 2 must be good. You can find the pin out wiring diagram online at o2simulator.com. I feel as though it is a design flaw that everyone over 100K will have to deal with. You can spend thousands on cats and o2's and labor or a 20 cent butt splice connector. Hope this helps everyone.
01-26-11, 06:46 AM
#41
Link:
http://www.partsgeek.com/catalog/200...converter.html
01-26-11, 07:52 AM
#42
Exactly the same...no difference in anything; I replaced both cats. I think they costed me something like $185/ea. Not bad versus the $1200/ea at the dealership or ~ $850/ea at Carson Toyota/Lexus. They were NOT universal ones...they were made for the vehicle with flanges and all. Some offered were universal type that needed to be welded in...I did not want that.
Link:
http://www.partsgeek.com/catalog/200...converter.html
Link:
http://www.partsgeek.com/catalog/200...converter.html
01-26-11, 10:48 AM
#44
Lexus Champion
Ok, going from memory here but I contacted (almost positive it was Eastern) about there direct fit replacement cats for the GS400 and confirmed that they use a ceramic core instead of the stock and more expensive metal substrate core (OEM). While ceramic functions it will not flow as well as the stock core. Unfortunately I am unaware of any direct fit aftermarket cats with the metal substrate cores.
Secondly, the GS400 only has 2 catalysts. The GS400 does not have a cat in the Y pipe. The GS430 has 3 catalysts with one in the Y pipe.
The stock Y pipe is slightly under 2 inches OD. Using a catalyst with an outlet pipe size of 2.25" will create some flow loss as it will create a "step" between the cat pipe outlet and the Y pipe inlet.
Metal substrate catalysts are available in a univeral style bullet. This can be welded to the stock flanges at the correct angles by a competent welder/fabricator. These cats run apx $150ea so add whatever welding/fab costs and you get the idea. These cats like many aftermarket cats are probalby made in China. I have NO idea how durable the will be in our applications. Highly doubtful they will have OEM reliability. If and when my cats go this will be my option and I will re-do as and if necessary.
One contributing condition to catalyst failure is fuel mixture. Too lean increases exhaust gas temperature and too rich increases catalytic action both conditions can increase in cat operating temperature. This reduces catalyst life. Tuning our engines to a leaner operating condition to increase power MAY reduce catalyst life. OEM are definitely my first choice but at $1k each they will not be my replacement choice.
Catalyst flow is a combination of catalyst core material, shape, area and cell count. Generally the LOWER the cell count per inch the LARGER each cell is and the HIGHER flow the core is. This is especially true of metal substrate cats that use a metal "foil" which wraps in a spiral fashion that resembles a "screen" as you look at it. Ceramic cores are usually even rows of small square holes with the area between each hole being thicker than the thin foil of the metal core.
Below is a high flow metal core and a high flow ceramic core. Notice the larger holes on the spiral shaped metal core. The pictures are not to scale. Try to imagine the metal core diameter being the same as the ceramic and you should get the idea of the higher flow.
Secondly, the GS400 only has 2 catalysts. The GS400 does not have a cat in the Y pipe. The GS430 has 3 catalysts with one in the Y pipe.
The stock Y pipe is slightly under 2 inches OD. Using a catalyst with an outlet pipe size of 2.25" will create some flow loss as it will create a "step" between the cat pipe outlet and the Y pipe inlet.
Metal substrate catalysts are available in a univeral style bullet. This can be welded to the stock flanges at the correct angles by a competent welder/fabricator. These cats run apx $150ea so add whatever welding/fab costs and you get the idea. These cats like many aftermarket cats are probalby made in China. I have NO idea how durable the will be in our applications. Highly doubtful they will have OEM reliability. If and when my cats go this will be my option and I will re-do as and if necessary.
One contributing condition to catalyst failure is fuel mixture. Too lean increases exhaust gas temperature and too rich increases catalytic action both conditions can increase in cat operating temperature. This reduces catalyst life. Tuning our engines to a leaner operating condition to increase power MAY reduce catalyst life. OEM are definitely my first choice but at $1k each they will not be my replacement choice.
Catalyst flow is a combination of catalyst core material, shape, area and cell count. Generally the LOWER the cell count per inch the LARGER each cell is and the HIGHER flow the core is. This is especially true of metal substrate cats that use a metal "foil" which wraps in a spiral fashion that resembles a "screen" as you look at it. Ceramic cores are usually even rows of small square holes with the area between each hole being thicker than the thin foil of the metal core.
Below is a high flow metal core and a high flow ceramic core. Notice the larger holes on the spiral shaped metal core. The pictures are not to scale. Try to imagine the metal core diameter being the same as the ceramic and you should get the idea of the higher flow.
01-26-11, 11:36 AM
#45
Ok, going from memory here but I contacted (almost positive it was Eastern) about there direct fit replacement cats for the GS400 and confirmed that they use a ceramic core instead of the stock and more expensive metal substrate core (OEM). While ceramic functions it will not flow as well as the stock core. Unfortunately I am unaware of any direct fit aftermarket cats with the metal substrate cores.
Secondly, the GS400 only has 2 catalysts. The GS400 does not have a cat in the Y pipe. The GS430 has 3 catalysts with one in the Y pipe.
The stock Y pipe is slightly under 2 inches OD. Using a catalyst with an outlet pipe size of 2.25" will create some flow loss as it will create a "step" between the cat pipe outlet and the Y pipe inlet.
Metal substrate catalysts are available in a univeral style bullet. This can be welded to the stock flanges at the correct angles by a competent welder/fabricator. These cats run apx $150ea so add whatever welding/fab costs and you get the idea. These cats like many aftermarket cats are probalby made in China. I have NO idea how durable the will be in our applications. Highly doubtful they will have OEM reliability. If and when my cats go this will be my option and I will re-do as and if necessary.
One contributing condition to catalyst failure is fuel mixture. Too lean increases exhaust gas temperature and too rich increases catalytic action both conditions can increase in cat operating temperature. This reduces catalyst life. Tuning our engines to a leaner operating condition to increase power MAY reduce catalyst life. OEM are definitely my first choice but at $1k each they will not be my replacement choice.
Catalyst flow is a combination of catalyst core material, shape, area and cell count. Generally the LOWER the cell count per inch the LARGER each cell is and the HIGHER flow the core is. This is especially true of metal substrate cats that use a metal "foil" which wraps in a spiral fashion that resembles a "screen" as you look at it. Ceramic cores are usually even rows of small square holes with the area between each hole being thicker than the thin foil of the metal core.
Below is a high flow metal core and a high flow ceramic core. Notice the larger holes on the spiral shaped metal core. The pictures are not to scale. Try to imagine the metal core diameter being the same as the ceramic and you should get the idea of the higher flow.
Secondly, the GS400 only has 2 catalysts. The GS400 does not have a cat in the Y pipe. The GS430 has 3 catalysts with one in the Y pipe.
The stock Y pipe is slightly under 2 inches OD. Using a catalyst with an outlet pipe size of 2.25" will create some flow loss as it will create a "step" between the cat pipe outlet and the Y pipe inlet.
Metal substrate catalysts are available in a univeral style bullet. This can be welded to the stock flanges at the correct angles by a competent welder/fabricator. These cats run apx $150ea so add whatever welding/fab costs and you get the idea. These cats like many aftermarket cats are probalby made in China. I have NO idea how durable the will be in our applications. Highly doubtful they will have OEM reliability. If and when my cats go this will be my option and I will re-do as and if necessary.
One contributing condition to catalyst failure is fuel mixture. Too lean increases exhaust gas temperature and too rich increases catalytic action both conditions can increase in cat operating temperature. This reduces catalyst life. Tuning our engines to a leaner operating condition to increase power MAY reduce catalyst life. OEM are definitely my first choice but at $1k each they will not be my replacement choice.
Catalyst flow is a combination of catalyst core material, shape, area and cell count. Generally the LOWER the cell count per inch the LARGER each cell is and the HIGHER flow the core is. This is especially true of metal substrate cats that use a metal "foil" which wraps in a spiral fashion that resembles a "screen" as you look at it. Ceramic cores are usually even rows of small square holes with the area between each hole being thicker than the thin foil of the metal core.
Below is a high flow metal core and a high flow ceramic core. Notice the larger holes on the spiral shaped metal core. The pictures are not to scale. Try to imagine the metal core diameter being the same as the ceramic and you should get the idea of the higher flow.
All I know is the replacements I bought looks exactly like the OEM ones they replaced. The outside shell is even the same. The inlet and outlet pipe sizes are the same. I know and knew at the time when I purchased these aftermarket cats that it has a ceramic substrate and NOT the oem metal type that has precious metals in it. IMHO, with a 10yr old car it would be stupid of me to drop $2400 bucks just for new cats with perhaps slightly better flow. I am all about performance and I would be the first one to say that I have not noticed a difference in performance...perhaps because I went from failing oem cats to new aftermarket cats. All I know is, it works, the car rides fine, I am able to pass NYS inspection and I do not get anymore CEL codes. All while saving a TON of money. IMHO this was the most intelligent choice.