Flow Catalytic Converter

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The check engine light, that yellow or red light that scares most drivers to death is actually a very good thing to see. The check engine light is a warning device that comes on when your vehicle has a problem with the emissions control system.

In this Article I want to inform you of some of the top five Codes related to the check engine light.

#1 I have to say would be the code PO300-PO310 this code is for a MISFIRE which can be any combination of spark plugs, plug wires, distributor cap coils or Fuel Injectors and even the PCM!

#2 Codes PO440,442

These codes represent failure or defect in the vehicles EVAPORATIVE EMISSIONS SYSTEM it keeps harmful fuel vapors from escaping into the atmosphere. This failure can range from a loose or defective Gas Cap or its Seal, to a leak in one of the plastic tubes that run from the fuel tank to the engine compartment and a charcoal canister where fuel vapors are stored.

#3 Code 420

Is the code for a failed CATALYTIC CONVERTER the rear O2 sensor is the one that monitors Catalytic Converter effeciency, but a code in the 300 series that is not repaired promptly will cause a code 420.

#4 Codes 171,172,174

This series of codes are the OXYGEN SENSORS telling the Computer what fuel Mixture they see some are LEAN (MORE AIR THAN FUEL IN THE MIXTURE) LEANER THAN 14.6to1 vacuum leaks,low fuel pressure plugged injectors, failed O2 sensor(s). Same thing For RICH Readings (more fuel than air) plugged air filter,bad coolant temp sensor,leaking fuel injectors, too high fuel pressure. Before you run out and buy a $100.00 O2 sensor or two test to make sure the O2 sensor can function,troubleshoot the fuel delivery/management system.

#5 EGR codes

This code requires that someone troubleshoot the EGR System and on FORD the DPFE (backpressure Sensor) most EGR codes are due to carbon build-up in the EGR passages and NOT the EGR Valve.

But if the Check engine light does come on don't change the oil, won't help, don't panic that won't help either.

What will help is having a professional with an OBDII scan tool diagnose your symptoms and fix it properly Yes it WILL COST MONEY and it will save you money too in fuel mileage.

2005 Acura RSX

To quote a well-used parable: if it ain’t broke, don’t fix it.

Especially when you make a car that has been a success from the day it first hit the streets. So when it came time to redesign the popular RSX, in 2005, Acura decided to focus on refinements, rather than wholesale alterations, with subtle but significant changes throughout. After all, it had been on the receiving end of numerous awards and kudos since its introduction, in 2001.

The ’05 RSX came in four versions: Base, Premium, Premium Leather, and the high-performance Type-S. All models were powered by a two litre four cylinder engine with dual overhead camshafts, four valves per cylinder, and Acura’s tried-and-true i-VTEC variable valve control system. In regular trim, this powerplant delivered 160 horsepower at 6500 rpm while the Type-S version added another 50 horsepower on top of that, upping the engine’s output to 210 hp at 7800 rpm. This was up ten horses from ‘04, and the power boost was accomplished through the use of a high performance camshaft, a larger intake manifold, bigger diameter exhaust system, and a free-flowing catalytic converter. In 2005, the RSX Type-S was one of the few vehicles on the market that met – and exceeded – the elusive 100 horsepower per litre benchmark.

Transmission choices were a five-speed manual and five-speed automatic with Acura’s Sequential SportShift feature. The Type-S also had a six-speed manual, which was on the receiving end of a lower final drive ratio and redesigned fifth and sixth gear synchronizers. It improved the gearbox’ shift feel, which, quite frankly, was a weak point in the previous version.

Any sports coupe worth its salt has decent suspension, and the RSX was no exception. Improvements included a lower ride height, redesigned bushings on the rear double wishbones, larger stabilizer bars front and back, firmer settings for both shock absorbers and front springs, and redesigned front damper bushings. The result was smoother ride quality, enhanced handling, and more linear steering. A vehicle already noted for its handling offered even better cornering abilities, in other words.

Suspension changes were complemented by four-wheel disc brakes with ABS and a newer, larger diameter master cylinder and redesigned brake pedal mechanism. The new base models and Type-S also received restyled alloy wheels and high-performance Michelin tires.

Inside the new RSX, the front bucket seats got firmed up with a thicker lower cushion, redesigned side bolsters and trim accents around the headrests. For long drives or spirited cornering, the seating situation in the RSX was more "driver oriented" than before. Base models also featured fabric seats with faux suede trim, while the Type-S had perforated leather upholstery….also optional on the base model. All models came with power windows, power door locks, climate control system, cruise control, tilt steering, and a power moon roof….among other things. Safety equipment included dual-stage front airbags, side airbags, and seat belt pretensioners.

All of this was housed in a new body that featured a redesigned front fascia with lower, rectangular air ducts, aggressive-looking tri-beam headlights and a new Acura-family grille. As well, the side sills on the RSX were increased in size and extended further towards the front of the car. The back end also received some styling flourishes, with new taillight assemblies, a redesigned bumper, larger diameter exhaust tips and, on the Type-S, a deck lid spoiler. Overall vehicle aerodynamics were improved as a result, and the car had a much more aggressive appearance than before.

One thing that did not change was the RSX’ driveability and fun quotient. It was - and is - a pleasure to drive….especially the Type-S. Like the looks of that tight corner coming up? Go ahead….hit it. Want to take those S-bends faster than usual? No problem....fill your boots. The RSX kept its excellent sense of balance, with predictable and linear steering, outstanding brakes, and one of the most responsive four cylinder engines on the market. For serious motorheads, the Type-S really came into its own around the 6500 rpm mark, when most other similar models started to run out of steam, and its performance was almost addictive.

Unsurprisingly perhaps, the RSX has kept its value. These days, you’ll pay from about $17,000 to $21,500, depending upon equipment level. That’s not much of a drop from its original $24,900 to $33,000 price range. The Canadian Black Book has it at $17,900 for the base model, going up to $21,050 for the Type S. The Red Book, meanwhile, says $17,125 to $21,275.

Transport Canada has no safety recalls on file for the 2005 Acura RSX, and the National Highway and Traffic Safety Administration (NHTSA) has but two; both for minor headlight problems. As well, NHTSA has a relatively small 15 technical service bulletins for the RSX, most of which are for minor things like a squeaky rear window wiper, noisy suspension components and so on. Several cooling issues to report, however, as well as possibly faulty camshaft bearings. NHTSA also gives the RSX a five-star rating for frontal impact crashes and four stars for side impact and rollover.

Interestingly, marketing researcher, J.D. Power is less than ecstatic about the RSX, giving it "average" or below ratings in just about every area, with the exception of feature accessories quality.

About the Author

Ted is a famous writer who writes on the topics related to automotive news, auto reviews, auto show coverage for Driver-seat.

Which has better flow, a muffler or a catalytic converter?

Ive got a '96 chevy truck with a 350 vortec and Im lookin to better my exhaust. My 2 choices are tru duals with dual cats and no mufflers or tru dual with dual muffler and no cats. Ive heard both systems and have found the dual cat sounds much better than dual muffler. Being that my truck requires cats and they do provide back-pressure id prefer the cat system. So which would have better exhaust flow? cats or mufflers?

If you remove the cats the truck will never pass emissions. In most states they are required by law. Catalytic converters are totally different than mufflers.. Why can you only have one or the other? That makes no sense to me. Is it a money thing? My advice would be to keep the stock catalytic converters and hook up a cat-back exhaust system. At some point down the road you could upgrade the cats to high-flow cats and gain some additional performance.

2000 Ford Taurus SEL review from North America
What things have gone wrong with the car? There have been more issues with this car than most, but that's the way I bought it. TPS, MAF, transmission solenoid, intake gasket, fuel filter, PCV hose, brake booster, etc etc.

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