Car didn't pass VA emissions - Green cats in my future?

06 T-RED S/C GT

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Despite having the GESI logo etched along with some sort of ID number, how can anyone really know for certain if the ID is an official certification number issued by the Fed EPA or if the ID number is actually in reality, just the GESI certification number? Anyhow, just my opinion :shrug:
 

cavero

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OP, I'm in Northern VA. I just had Kooks Green cats welded in. They replaced 10 year old Kooks "high flow" cats.

The Green Cats are technically rated to 850HP for each side . . . although no one is claiming they will handle a 1700 HP car. But, for most street cars, they should be fine. I know that many won't trust that.

As for passing emissions, the supposedly won't trip a check engine light even with the rear O2s on. But, mine are off right now, but I will be testing this soon. The old "high flow" cats would trip the engine light if the O2s were on, which is why they're off now.

Also note, they have an EPA CARB stamp right on them . . . when I had them welded in, I had them positioned so that this stamp was clearly visible from under the car.

They ain't cheap . . . cheapest I found was Autoplicity. Then, you'll be in for the labor to have them put on.

Let me know how you make out with them once you turn the O2's back on. I know I was planning on having my shop doing the same thing w/ welding them in so you can see the logo, but the place I take it to (also in NoVA) I don't think cares enough to check.

Do you have any pics of the EPA/CARB stamp? I can't find it in any of the product photos.

As far as the Kooks vs Vibrant vs G-Sport cats, there's definitely a lot of marketing double speak going on. I think Kooks is doing a lot of preemptive CYA because for all the reasons that GlassTop said, they can't guarantee that those cats are going to be compliant on every build. I'm only N/A making 400 HP at the crank so my car would probably be OK but my car's a pretty mild setup.

But at the same time, I think there's something up with their product page too because if you look at the listing for the 3" GREEN cats, they don't have that disclaimer about not being street legal like the listing for the 2 1/2" GREEN cats. Definitely going to have to follow up w/ them on why the difference. The listing for the 3" also has "EPA CERTIFIED" right in the product title , but the 2 1/2" doesn't (although it does in the description).
2 1/2: https://kooksheaders.com/catalytic-converter1608
3: https://kooksheaders.com/catalytic-converter1607


G-Sport's site has their 2 1/2" listed as "EPA Verified", although I'm not sure what "verified" means vs "certified", although I'm just assuming since both Kooks and G-Sport are both manufactured by GESI they're probably the exact same product.

Kooks makes me a little nervous with how little they say on their website, and if I'm putting down roughly $800, like GlassTop said, I want something more concrete. At least G-sport has more info. And then there's warranty. Kooks has a 2 year warranty on green cats, and although I can't find anything on warranty on G-Sport's website, I found on a 3rd party site they have a 3 year warranty, FWIW.

https://gsportbygesi.com/high-performance-catalytic-converters/g-sport-emissions-systems-products/
 

06 T-RED S/C GT

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Let me know how you make out with them once you turn the O2's back on. I know I was planning on having my shop doing the same thing w/ welding them in so you can see the logo, but the place I take it to (also in NoVA) I don't think cares enough to check.

Do you have any pics of the EPA/CARB stamp? I can't find it in any of the product photos.

As far as the Kooks vs Vibrant vs G-Sport cats, there's definitely a lot of marketing double speak going on. I think Kooks is doing a lot of preemptive CYA because for all the reasons that GlassTop said, they can't guarantee that those cats are going to be compliant on every build. I'm only N/A making 400 HP at the crank so my car would probably be OK but my car's a pretty mild setup.

But at the same time, I think there's something up with their product page too because if you look at the listing for the 3" GREEN cats, they don't have that disclaimer about not being street legal like the listing for the 2 1/2" GREEN cats. Definitely going to have to follow up w/ them on why the difference. The listing for the 3" also has "EPA CERTIFIED" right in the product title , but the 2 1/2" doesn't (although it does in the description).
2 1/2: https://kooksheaders.com/catalytic-converter1608
3: https://kooksheaders.com/catalytic-converter1607


G-Sport's site has their 2 1/2" listed as "EPA Verified", although I'm not sure what "verified" means vs "certified", although I'm just assuming since both Kooks and G-Sport are both manufactured by GESI they're probably the exact same product.

Kooks makes me a little nervous with how little they say on their website, and if I'm putting down roughly $800, like GlassTop said, I want something more concrete. At least G-sport has more info. And then there's warranty. Kooks has a 2 year warranty on green cats, and although I can't find anything on warranty on G-Sport's website, I found on a 3rd party site they have a 3 year warranty, FWIW.

https://gsportbygesi.com/high-performance-catalytic-converters/g-sport-emissions-systems-products/
Just to clarify, from the product images shown, there appears to be no visible Fed EPA/CARB stamp on either the Vibrant Performance, G-Sport or Kooks "Green Cats" but instead have the GESI logo with their own certification/patent number etched onto them. As I mentioned in a previous post along with what GlassTop mentioned in his post, if the Kooks and Vibrant cats manufactured by GESI are in fact EPA 49 state certified as claimed by the GESI CEO/President, then where is the documented proof from the Fed EPA lab in California that confirms the cats were both tested and passed EPA certification? Also why is it that Kooks has their 2.5" Green Cats listed as not EPA certified, but yet their 3" Green Cats are listed as EPA certified? Other than for the 1/2" size between them, what's really the difference between the design, materials used and construction? Then we have just the opposite from G-Sport's website which lists both their "Ultra High Output" G-Sport cats in 3" and "High Output" G-Sport cats in 2.5" as EPA verified which I assume is also referring to EPA certified lol. Knowing that the Kooks "Green Cats, Vibrant Performance and G-Sport "Ultra High Output" and "High Output" cats are all manufactured, constructed and designed by (GESI) Global Emissions Systems Inc. there is no obvious difference between them in design whatsoever and therefore are considered as one in the same. At any rate, as also mentioned in a previous post, until there is actual documented proof that the Kooks "Green Cats" Vibrant Performance and G-Sport UHO/HO cats have in fact been EPA certified as 49 state legal by the EPA? there's just too much contradiction going on between Kooks Headers, G-Sport Emission Systems, Vibrant Performance and especially from Global Emissions Systems Inc. to even consider forking over $700.00+ for catalytic converters that nobody really knows for certain as to whether they'll pass OBDII emissions testing let alone if they are indeed EPA certified 49 state legal :shrug:
 
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cavero

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OP, I'm in Northern VA. I just had Kooks Green cats welded in. They replaced 10 year old Kooks "high flow" cats.

The Green Cats are technically rated to 850HP for each side . . . although no one is claiming they will handle a 1700 HP car. But, for most street cars, they should be fine. I know that many won't trust that.

As for passing emissions, the supposedly won't trip a check engine light even with the rear O2s on. But, mine are off right now, but I will be testing this soon. The old "high flow" cats would trip the engine light if the O2s were on, which is why they're off now.

Also note, they have an EPA CARB stamp right on them . . . when I had them welded in, I had them positioned so that this stamp was clearly visible from under the car.

They ain't cheap . . . cheapest I found was Autoplicity. Then, you'll be in for the labor to have them put on.
Did you get them tested yet? Mine are getting installed next weekend so I guess I'll know soon enough but curious how you made out
 

1950StangJump$

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Did you get them tested yet? Mine are getting installed next weekend so I guess I'll know soon enough but curious how you made out

Sorry, no. The car has been disassembled for a bit. Please let me know how you make out though
 

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Did you get them tested yet? Mine are getting installed next weekend so I guess I'll know soon enough but curious how you made out
Hi cavero,
If you don't mind, if you have an OBDII scan tool that can access the Mode 6 data in your car's PCM would you post the B1 & B2 Cat Efficiency result data along w\ the max cat efficiency threshold data that your PCM calculated for them after you get these cats installed & they show to pass OBDII IM Readiness?
Would appreciate it...…..
 

cavero

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Sure, gotta look up how to do it in ForScan but I can try a before and after. I was supposed to get them installed yesterday but Looks hasn't shipped them yet for some reason. Getting a little apprehensive, my extension on getting the car registered runs out at the end of the month
 

cavero

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Got the car back today, passing all monitors :chewie: . Verified in Torque and the OBDLink app.

Going to try finding the Mode 06 in ForScan in the next couple days. Torque and OBDLink didn't show cat efficiency, closest it had was Catalyst monitof Bank 1 / Bank 2 and it was a ratio
 

GlassTop09

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Got the car back today, passing all monitors :chewie: . Verified in Torque and the OBDLink app.

Going to try finding the Mode 06 in ForScan in the next couple days. Torque and OBDLink didn't show cat efficiency, closest it had was Catalyst monitof Bank 1 / Bank 2 and it was a ratio
That catalyst monitor bank 1/2 ratio info is what I’m interested in. This is the results of the PCM rear to front O2 sensor switch counts that tests the cats ability to retain/use the O2 that is sent to them based on your engine’s efficiency based on your tune settings, engine’s mechanical conditions (oil burning in particular), EVAP operation (excess unmetered O2), etc. The actual ratio number recorded & the max threshold number the PCM calculated for each cat is what shows how well/poor a cat is operating under OBDII certification. This info will somewhat verify the EPA certification claims of the GESI cats.
 

cavero

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Screenshot_20200617-182520.png
This was after getting home from work, I shut the engine off
 

Juice

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View attachment 73418
This was after getting home from work, I shut the engine off
Do not go by those results. They are from the pcm self testing systems. If there are no pending codes, you have no pending check engine light.
Pcm creates conditions so the expected result is a "fail" to verify the system CAN detect a fault. That is what I found researching those on mine.
 

GlassTop09

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Do not go by those results. They are from the pcm self testing systems. If there are no pending codes, you have no pending check engine light.
Pcm creates conditions so the expected result is a "fail" to verify the system CAN detect a fault. That is what I found researching those on mine.
Not quite true. Yes the PCM does do this to test these components for operational conditions to see if the components being tested fall within the established min-max thresholds to determine an OBDII pass-fail state so you're right in this regard (relating to the MIL light). But if this data is systematically observed it can indicate whether a component is beginning to fail well before the MIL is lit or how efficient their operations are inside the given thresholds....which is what most either don't do or don't know...OR if it is used to establish a baseline when a particular part, such as cats for example, are installed it can give you an idea of how the cats are faring based on all the parameters I've given after the break in for them (which is usually around 1 hr of use or around 50-100 mi of use) to determine how efficient they are operating (all this info is available in the FWM...….) within all the variables they are operating under & what is affecting them once you learn how all this interrelates w\ each other.
Example for cats within a typical NB front\rear O2 sensor system:
The PCM uses the STFT's (which uses the front O2 sensor voltage switching count readouts....which also will determine the LTFT's used to correct the STFT's back to neutral switching or 0% for engine fuel management) on both banks to determine the amount of exhaust O2% that is sent into the cats (they need O2 to break down HC & CO) then the rear O2 sensor switching counts are checking for the amount of free O2 being passed thru them. The catalyst monitor (or Catalyst Efficiency monitor....same thing) is the PCM self check test results using a specific number of front O2 sensor switch counts based on 3 different cell mappings along w\ other monitor results then within that specific front grouping the PCM then counts the number of actual rear O2 sensor switches made then divides the rear switch count to the front switch count to come up w\ the CE ratio number seen after making EWMA corrections to the initial results then compares this actual ratio against the min-max CE ratio thresholds it calculates from other monitoring conditions & the given fuel index ratio (the ratio of O2 in the fuel....since the advent of ethanol this is important to know for the PCM to accurately assess cat efficiency...in the 05-10 cars this is usually around .5 due to E10-E15 content....the max CE threshold number is the main important 1 & is why I asked cavero for it). To get an idea of the cat's overall efficiency improvement\degrade all 1 has to do is compare where the actual CE ratio number is in relation to the CE thresholds....the closer the actual CE ratio number is to the min CE threshold the better\higher the cat's efficiency is, the closer the actual CE number is to the max CE threshold the lesser\lower the cat's efficiency is...….all within the Ford designed, Fed EPA sanctioned OBDII certification process coded in these Spanish Oaks PCM's firmware. Ford also knows that by using a 3rd O2 sensor placed in the mid cat bed that then LTFT fuel control can be used to control cat efficiency as well as engine management (a 3 sensor system where the front O2 sensor is STFT control only, the mid cat O2 sensor is for CE only, the post cat O2 sensor is LTFT control only used for vehicles certified for PZERO OBDII certification so engine fuel control is an actual part of actual cat CE performance as well & can be used as such if understood & applied w\ cats in mind on vehicles that aren't so PZERO equipped to still make some power but also maintain cat efficient).

So yes, you CAN use these to determine their performance as well as adherence to OBDII certification to a certain extent once all other influencing factors are accounted for....and by using other data you can determine if excessive exhaust O2 is aggravating this as well.

For example look at the max CE threshold ratio numbers given for B1 & B2 cats.....notice that B1 cat has a higher max threshold than B2 cat does....why is that? The established Fed EPA certification for HC & CO output is 75% or .75 but the PCM makes adjustments to these according to the actual amount of exhaust O2% it records being sent to the individual cats from that bank's STFT so from cavero's Mode 6 data the PCM is making corrections to these based off the amount of excess exhaust O2% that is entering from his car's EVAP system (the PCM looks for this amount over the established "normal" STFT patterns to determine if the EVAP canister is sufficiently emptied of fuel vapors then close the purge valve but it also has to account for the excess O2 that came in thru the EVAP when measuring cat efficiency cause the PCM knows this O2 is not metered thru the MAF). B2 is the bank that gets the overwhelming majority of this excess O2 (due to the way the EVAP line is connected to the intake manifold...OEM design) thus it's max CE threshold is reduced further than B1 (also notice B1 CE max is slightly higher than .75....wonder why?) since it is determined from lab testing that the B2 cat will usually degrade faster (work harder) than the B1 cat from having to deal w\ the excessive exhaust O2 from the EVAP system.... This is also why B2 LTFT's are usually higher in % than B1 LTFT's are w\ these 3V's...……. This is also why it's important to maintain LTFT's at 0% or just slightly -% w\ the AFR target at the OEM setting of 14.64 while in CL operation in the tune IF cat efficiency is to have any chance of relevance\maintenance. Any +% of LTFT (comes from the front O2 sensors seeing more exhaust O2 than what is expected based on the MAF readouts thus the STFT readouts) above 0% is making it harder on the cats to use this up & keep the rear O2 sensors from excessive switching....this is a fact. After this it is strictly contingent on the amount of POUNDAGE of exhaust they have to treat, thus the SIZE of the cat will come into play then. Note: notice this is reflected in the actual CE ratio results for each cat.

Now does this actually mean that the B2 cat is worse or bad vs B1? Not necessarily...……….to actually determine this you HAVE to account for all the other variables that can affect this beforehand, starting w\ the EVAP system's integrity among other items but the PCM may flag the B2 cat as bad when it may not actually be bad yet…..same goes for B1 as well.

Now back to why I asked cavero for this info.

He has installed a pair of the Kooks Green cats (made by G-Sport\GESI which are reported to be EPA certified\verified) which became a topic within this thread discussion on his car which is a FBO\tuned 3V (may also be FI, don't remember off my head at this time) so is not stock (the main thing for my interests). So to get a gauge on how these Kooks Green cats are actually working within his car's particular parameters\variables according to OBDII this OBDII Mode 6 Component Self Check Test info is a good window of indication & can be even better served if it is monitored over a period of time to capture any other variables from his driving usage & from his PCM's live data (especially the STFT & LTFT data as well as his EVAP data...EVAP_PCT% & EVAP_VP PID data but mainly the EVAP 40% Leak Detect test result data in Mode 6....have to assume that the CL AFR is still set OEM @ 14.64) which can help others to make a better determination of these as this captured data is REAL data to use....not made up or theorized & is based on the actual Ford designed, Fed EPA sanctioned OBDII process for these 05-10 S197's that most all states are using to determine OBDII emissions compliance outside of any visual OBDII compliance, which again is REAL data, not theorized.

So if another car is comparatively equipped & tuned, the CE results given here can help give guidance as to whether these cats will perform comparably....as long as the fuel being used is E10-E15 based. This is why Ford says these 05-10 S197 cars are not E85 certified (due to the PCM's programming for OBDII, not the engine as none of these Spanish Oaks PCM's were programmed for flex-fuel adaptability for OBDII compliance).

So cavero I appreciate the info given. If I may ask again if you could also provide your STFT, LTFT data from the live data as well as your EVAP system's Mode 6 40% Self-Check test data (this test determines if the unmetered O2 amount coming thru the EVAP system is within the thresholds allowed as read using inches\H2O pressure\vacuum....ie comes thru the CVS vent line or if there are potential leaks in the EVAP system outside of the CVS vent line.....this line is normally open) this will help me to assess these variables as seen thru the cat's CE ratio results which is pretty good considering the amount of time you've had them installed. If curious pull this data periodically to see the overall CE over time....they should get better (the CE ratio result should go lower than where they are now) if all else remains stable.

This helps me out so thanks again! :beer:

I have a LOT of real data on hand to back all this up.....not theory's. Sometimes folks make a mistake in perception between experimentation as opposed to validation.....experimentation is performing tests to discover an unknown component testing result, validation is performing tests to discover if the actual component test results follow KNOWN, PROVEN standards thus the word "validate" or corroborate if you prefer.

To give some more flavor here, I have real data to show that the Kooks Hi Flow cats are very close to actually passing OBDII themselves on a non-stock FBO\tuned NA 3V (actually 1 cat does fully pass OBDII on my car...B1 cat, B2 cat misses passing OBDII by the small total amount of 3.2 rear O2 switches.....guess why it doesn't make it.....answer is already given above & if I could switch the cats across banks I'm very sure that the CE numbers won't follow them & if the CE max thresholds were the same for both sides they'd BOTH pass...fact, not fiction) & there's nothing I can do about it outside of the already known "fixes" cause I have also now verified, not theorized, all the variables that could affect the results to be sound so if Kooks had just loaded these cat's front substrate w\ some\enough cerium (which is a requirement for any cat to be OBDII certified as this material is necessary to retain the excess exhaust O2% then release it when the substrate needs it due to Ford knowing this imbalance, thus the Feds AND the aftermarket, will occur) there wouldn't be a need for the G-Sport\GESI Kooks Green cats to be installed on a NA 3V whether OEM or FBO.....only on a FI 3V or a bored\stroked NA 3V due to the higher exhaust poundage volume sent thru them as well as the extra heat vs a NA OEM 4.6L engine which will require a larger sized cat to compensate (referring to the total internal substrate surface contact area which can increase the actual size dimensions of the cat if warranted).

PS--The 1 thing that I do see that will make the results shown not creditable is the fact that both B2 front\rear O2 sensors look to not be functioning across 1 of the Mode 5 O2 sensor self check tests due to the current voltage showing to be 0v which is below the min threshold so look to have an issue w\ them. This may\may not affect the CE results for B2's cat.
 
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Juice

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Dont over think it. Are you going to save and compare those results each and every time you scan? Can you even save them?
BTW, I found that info on a Torque website, and I paraphrased what the developer said answering that same questjon.

I scan for Pending codes if I have any concerns. ;)
 

GlassTop09

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Hey cavero, are you running cams in your engine as well? If so what are they?
Reason why I asked is that cam profiles are the largest factor by far along w\ the tune, outside of the cats themselves, that can\will cause the cat's CE ratios to exceed the max CE thresholds if this can't be accounted for in the tune w\ a OEM NA 3V 4.6L BUT this can also be another good indicator of how well your new cats are handling the exhaust output from them (large overlap can cause excessive scavaging drawing in unburnt air\fuel into the exhaust while both intake\exhaust valves are open at the same time...that a cat has to process above what they get during "normal" processes).
This is 1 of the variables that G-Sport\GESI tries to cover w\ their hi performance, EPA verified cats....to pass OBDII handling AFR's as low (rich) as 11:1 (to cover most FI applications).

Another variable to account for when looking at the Mode 6 data...…………………….
Appreciate any info given.
 

GlassTop09

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Dont over think it. Are you going to save and compare those results each and every time you scan? Can you even save them?
BTW, I found that info on a Torque website, and I paraphrased what the developer said answering that same questjon.

I scan for Pending codes if I have any concerns. ;)
Not over thinking it at all....just using the provided data to it's fullest potential, not just to determine a pending\set DTC fault as the PCM does this constant monitoring using the very same processes over time to determine ongoing efficiency (MILS regardless of pending\set are set only when the trend data crosses a min-max threshold....the trending data itself tells you actual ongoing efficiency based on the particular variables tested under across time which can be very valuable data to have, especially for a tuner.....no different than looking at PCM datalogs during\after dragstrip runs or track sessions....or looking at FF data after a pending\set MIL) & the session data can be saved\printed using either FORScan or OBDWis software (even thru IDS as well). FORScan saves it as a .txt file which can be accessed thru Windows NotePad or printed directly from OBDWis software....can be done from your phone app\laptop if you have access to a printer over a LAN\WAP (as I do) if you desire physical records. I have an example of this Mode 6 data record of my car captured thru OBDWis (it's really a full report of the PCM data including VIN & specs\loadout that a reputable shop could provide a customer from a scan of their car's PCM to show verification of any powertrain component issues/verification of any powertrain component post repairs) but it is 10 pages long but if I desire I could compress the file data into a simple .pdf file. Hell my little cheap Foxwell NT301 OBDII scan tool can save this data as well as my Autel Al539B OBDII Scanner\DVOM tool & export the data to a PC to be used as such if it is desired so this can be easily done if wanted to.

This is the full intent of access to the Mode 6 self check test result data being stored in the PCM.....how you use it can provide more than 1 aspect of engine TS\maintenance or even performance...………..

CE data for example is updated in PCM's Mode 6 every 2 cold starts (but can take as few as 2 but up to as many as 6 consecutive CE failures to trigger a MIL depending on the variables) so if you know this then it gets easier to schedule recordings if desired to track down any small contributors or just to monitor the running efficiency...………. All info that can be had from a free copy of your Ford's MY OBDII whitepaper in .pdf form off Ford's web site.

Or you can just record the pertinent data you want to track on paper across several monitoring sessions to get the trending data if so desired to then go back & look at other items to ensure that what you're seeing is not being caused by something else that you're not considering...….could save a person some major money for a little monitoring time in costs.

Been there, done that.

If the MIL light is good enough for some then more power to them.

The information is available for anyone to take advantage of it.....this is 1 good thing concerning Ford vs others that I've found as they provide a LOT of data on their vehicle's PCM\OBDII operations & breakdown for free public access on their web sites.

Just have to know where to look......Google is your friend. ;)
 

cavero

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Hey cavero, are you running cams in your engine as well? If so what are they?
Reason why I asked is that cam profiles are the largest factor by far along w\ the tune, outside of the cats themselves, that can\will cause the cat's CE ratios to exceed the max CE thresholds if this can't be accounted for in the tune w\ a OEM NA 3V 4.6L BUT this can also be another good indicator of how well your new cats are handling the exhaust output from them (large overlap can cause excessive scavaging drawing in unburnt air\fuel into the exhaust while both intake\exhaust valves are open at the same time...that a cat has to process above what they get during "normal" processes).
This is 1 of the variables that G-Sport\GESI tries to cover w\ their hi performance, EPA verified cats....to pass OBDII handling AFR's as low (rich) as 11:1 (to cover most FI applications).

Another variable to account for when looking at the Mode 6 data...…………………….
Appreciate any info given.

Yeah I'm running comp cams 127400's (stage 1 SPR), the Ford Racing intake, FR throttle body, and long tubes
 

cavero

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Part Number 127400
Name XFI SPR 3V Stage 1 N/A
Grind Number XE256PH-12
Duration @ .050" 221 / 228
Lift .523" / .538"
Lobe Sep Angle 112 + 10
Center Lines 102 / 124
Springs Required? Yes
Phaser Mods Required? Yes - Limiters or Lockouts
 

GlassTop09

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Part Number 127400
Name XFI SPR 3V Stage 1 N/A
Grind Number XE256PH-12
Duration @ .050" 221 / 228
Lift .523" / .538"
Lobe Sep Angle 112 + 10
Center Lines 102 / 124
Springs Required? Yes
Phaser Mods Required? Yes - Limiters or Lockouts
Appreciate the info! This gives the cat's CE results some more clout (as far as OBDII certification is concerned) since the G-Sport\GESI cats (manufacturer of the Kooks Green cats) are gonna be seeing more exhaust poundage (increased exhaust O2% as well as HC & CO over OEM cams along w\ any performance tuning done) due to these cam's profile.

So from all this info that you've provided these Kooks Green cats look very promising indeed & starts to validate IMHO what G-Sport\GESI has stated about them being EPA verified on their web site (why I wanted to see the Mode 6 Cat Efficiency result data & the CE max thresholds from your car's PCM after installation & emissions pass...…) & makes me feel a bit better if I should need to spring for a pair of them.

Just now wish that G-Sport\GESI had an online store so that they can be bought direct but they don't so you have to go thru a distributor to purchase.

I do appreciate the info, cavero as this helps me out very much!

:beer:
 

cavero

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Np! Just passed emissions today, I'll try to get a Mode 06 read in the next day or two
 

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