High Temperature Lambda Probe Catalyst Emulator (Euro 5 / 6 turbo engines) - Bonalume HKSLE6

Many people, before purchasing our HKSL6 system, ask for guarantees on the success and resolution of the fault warning light problem, after eliminating the catalyst or after installing a sports or metallic one.

Since the creation of the first KSL device (about 15 years ago) we have had the opportunity to acquire considerable experience and awareness of the various causes that lead to the fault warning light coming on.

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

Cars from just 15 years ago had very weak detection and anti-pollution systems so remediating them after various ""tamperings"" was relatively simple.

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

Today with modern exhaust gas detection and correction systems. things have changed, and you can even have anomalies and warning lights on even with a 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 lead to the sole and usual anomaly of the engine failure warning light coming on on the instrument panel.

But it creates a set of situations linked to each other, not all of which can be resolved with our HKSLE6 product (or with others if existing). If we then add to this operation a control unit reprogramming with incorrect or incompatible injection times or excessive ignition advance angles. we find ourselves with an excessively oversized final combustion product (exhaust gas), such that it CANNOT be corrected with the sole use of the HKSLE6 system.

In fact, even if the product turns out to be a real catalyst, it is not capable (considering the minimum measurements of the part exposed to the gases) of completely releasing or treating the gases with a beneficial or substitutive effect of a real catalyst which has measurements that are over 2500 times higher.

Analyzing only the elimination of the catalyst, without any other modification, we could hypothesize that we have only removed the catalyst.

It""s not like that. Having installed a replacement pipe in place of the catalyst we have certainly altered the flow, temperatures and speed of the exhaust gases.

So far nothing bad, except that these factors are preponderant due to their ""suction"" effect applied to the exhaust valve at the moment of intersection with the intake valve, which has the task of bringing an additional part of air into the combustion chambers in addition to that normally aspirated.

Naturally this occurs at certain rotation speeds, with higher peaks in the design points calculated during the development phase.

So having canceled or enhanced this effect, we can find ourselves with an excess or lack of oxygen in the carburettor.

This depends on the diameter of the replacement catalyst tube chosen, if these variations fluctuate within the limit of 5 - 7% our HKSLE6 system will be able to manage it if to this situation we add a correction of the fuel map or advance map, (not appropriately evaluated) at emission control points (usually from 1000 to 4500 rpm) or with the accelerator opening below 60°, we will certainly find ourselves with the warning light anomaly also turned on with our HKSLE6 system.

A ""fat"" carburetion will create a high concentration of CO (carbon monoxide) which is difficult to manage by a mini catalyst (euro values ​​5-6 = 1 g/km), vice versa a carburetion that is too lean will lead to an excessive increase in nitrogen oxides NOx. (euro values ​​5-6 = 0.06 g/km) which are also difficult to manage.

So our advice is to evaluate from time to time and from car to car the changes to be made or the changes already made to that car, before proceeding with the elimination or replacement of the catalytic converter group.

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