For years, it has been a common belief that all catalytic converters place a choke-hold on performance. In 1993, Random Technology disproved that theory with the introduction of Super High Flow catalytic converters. (Direct-fit, bolt-in Super High Flow converters are available for most vehicles. Check the application charts for specific part numbers.) Click "read more" below for dimensions of universal fit converters. This design, which meets Federal EPA and California ARB requirements, enables virtually any vehicle with a properly tuned engine to meet emissions standards with little, if any power loss (compared to an exhaust with no catalytic converter). In fact, Random Technology catalytic converters actually have a higher flow capacity than most mufflers. As an example, a 3" diameter Super High Flow converter flows 501 cfm. Most 3" diameter high performance mufflers flow less than 475 cfm at the same test pressure. Random Technology direct fit Super High Flow catalytic converters are now available for most domestic and imported vehicles. Custom catalytic converters with inlets and outlets up to 4" in diameter are available. Independent testing by engine builders, racers, and automotive magazines has repeatedly proven the superiority of the Random Technology Super High Flow design. This application list is updated as soon as new applications become available. If you do not find a Super High Flow converter for your vehicle listed here, please contact us for the latest application information. Installation kits, which include stainless steel nuts and bolts and gaskets, or clamps (depending on requirements) are optionally available for all converters. Although not an absolute necessity, these kits make installation much easier. Under Federal EPA regulation, replacement of original catalytic converters is allowed only if the original converter(s) is missing, or the vehicle has more than 50,000 miles or is at least five years old and the need for a replacement has been established and documented, or a local inspection program has determined the existing converter is in need of replacement. High efficiency catalytic converters are the key to high output and low exhaust emissions. They�ve been cursed, damned, gutted, removed and praised. And depending upon your priorities, they�re either the best or worst thing to happen to automobiles in the past 25 years. Since they first appeared on 1975 model year vehicles, catalytic converters have made a significant impact on both pollution and performance. Unfortunately, that impact hasn�t always been positive on both accounts. Owing largely to early designs, which were very restrictive, catalytic converters are widely viewed as horsepower killers. And while even the most free-flowing converter will increase exhaust back pressure, the effect on performance can be minimal. That statement may seem to fly in the face of reality but catalytic converters have changed dramatically over the years. The first converters to find widespread usage were filled with pellets coated with precious metals. As hot exhaust gases pass over the pellets, (also called beads) their coating serves as a catalyst and instigates a chemical reaction intended to transform exhaust pollutants into harmless compounds. Specifically, when unburned hydrocarbons come in contact with platinum and/or palladium, the resulting oxidation process transforms them into carbon dioxide and water. Similarly, when carbon monoxide meets palladium and/or rhodium, the resulting oxidation process converts it into carbon dioxide. Initially, catalytic converters addressed only hydrocarbons and carbon monoxide. But oxides of nitrogen constitute another compound that fouls the air we breathe and in the early 1980s, rhodium, another catalyzing agent, was incorporated with the resulting converters being known as �three-way� because they address three, rather than two pollutants. Rhodium functions as a reducing, rather than an oxidizing agent. In �chemistry speak� that means it separates oxygen from a compound instead of adding oxygen to it. Consequently, nitrogen oxides are broken down into nitrogen and oxygen. However, oxygen is as fickle as Lady Luck and tries to dance with any available partner. In the exhaust stream, that�s usually carbon monoxide, which the footloose oxygen atoms convert to carbon dioxide. Loose oxygen also combines with unburned hydrocarbons in the exhaust stream, so they�re fully oxidized before exiting the exhaust pipe. In theory, with a properly functioning catalytic converter, and an optimized air/fuel ratio, all potentially harmful pollutants are converted to nitrogen, oxygen, or water vapor. However, a number of other compounds found in fuel and air don�t participate in the catalyzing process, and pass through the converter unchanged. From an emissions control standpoint, converter construction is of little consequence. However, pellet-type converters being very restrictive to exhaust flow, impose considerably greater power losses than monolith-type converters. With its honeycomb construction, a monolith substrate consists of a number of relatively small �tubes� or cells through which exhaust gasses pass. The size of the cells and their length determines the amount of restriction and to some degree, the extent of catalyzing action. The most influential component of the catalytic reaction is the �loading� of the washcoat that�s applied to ceramic substrate. Heavier concentrations (loadings) of the precious metals that cause catalytic reactions increase the effectiveness of the process, with no increase in substrate surface area. Rhodium, platinum and palladium, which are used in various concentrations in the washcoat, aren�t bargain basement metals, so converter manufacturers must tradeoff cost and effectiveness to produce converters that meet operational requirements, yet are affordable. Most converters produced in recent years contain two monolith "bricks" spaced several inches apart from each other. The washcoat on the forward brick typically contains rhodium which causes nitrogen oxides to break down into nitrogen and oxygen. After passing through the first brick, exhaust gasses pass through an air chamber before entering the second brick. In some converters, known as �oxidation� types, a small tube passes through the chamber and injects air pumped in by an engine-driven �smog pump�. (In some vehicles, the "smog pump" incorporates an electric motor, which reduces accessory drive complexity and also allows for remote mounting.) Injected air simply brings additional oxygen into the exhaust stream to assist in the oxidation process. Although �three-way plus oxidation� type converters were prevalent during the 80s, that�s no longer the case. With improvements in washcoat technology, and improved control of air/fuel ratios, the need for additional oxygen has been eliminated. Some vehicle manufacturers have continued to use oxidation converters on some models, but typically that has been done to use up inventory. As an example, the Corvette and Camaro Z/28 were equipped with oxidation converters through 1991 and 1992 respectively. But when the LT1 engine replaced the L98 (1992 in Corvette, 1993 in Camaro) three-way converters with no air tubes were incorporated. In theory, a catalytic converter should last the life of a vehicle; it has no moving parts, the bricks are not consumed by the catalytic reaction and the cases of all original equipment converters are made of stainless steel, so rust isn�t a problem. In the real world, an excessively rich air/fuel ratio, oil or antifreeze in the exhaust system or physical damage can send a catalytic converter off to the great recycling yard in the sky. Physical damage is the easiest to diagnose. If a converter is bounced off a curb or speed bump, or i struck by freeway flotsam, the ceramic bricks can be fractured. Once that happens, it�s just a matter of time before the bricks start rattling around inside the case, beating themselves into oblivion. Fuel, oil and antifreeze cause a different type of brick destruction. Under normal operating conditions, the catalytic process doesn�t begin until temperatures inside a converter reach 500 to 600 degrees (F). If air/fuel ratio is on target, and the exhaust is free of contaminants, internal converter temperature stays at about 1200 degrees. But when unburned fuel enters the picture, temperatures can reach 2200 degrees and either burn the precious metals out of the washcoat, or literally cause a melt down of the bricks. Extremely high temperatures can also result in destruction of the mat that's wedged between the bricks to the converter case. Oil and antifreeze also cause elevated temperatures, but as the converter tries to burn (oxidize) these compounds, a residue, which plugs up the bricks is formed. At this point, the converter not only looses its effectiveness, it also becomes very restrictive to exhaust flow, which kills horsepower. When a replacement converter is required, a high flow model is the typical choice if performance is a consideration. But many times a �high flow� converter isn�t quite what it seems. According to Brad Brand of Random Technology, "Replacement converters aren�t subject to the same requirements as original equipment models, so most standard replacement converters offer increased air flow potential. The 'high flow' label is a result of this increased flow capacity. However, a replacement converter designed for use on a four-cylinder engine will likely not have as high a capacity as an original equipment converter (with the same size inlet and outlet pipes) designed for a V8. Although converter manufacturers certify each converter type for a maximum engine displacement and vehicle weight, some dealers have no qualms about ignoring certification criteria. If a �high flow� converter has an extremely low price, chances are it�s not really a high flow model." Obviously, the bricks within a converter create the major resistance to exhaust flow. Over the years, various brick densities have been used, with the most common now being 400 cells per square inch. Converters with bricks having 200 cells per square inch were once common, and might appear to offer high exhaust flow potential. However, the walls in 400 cell bricks are thinner, so flow capacity isn�t much different, given the same face area. And face area is a major player in determining the flow efficiency of a catalytic converter. But another factor, and one that�s often overlooked, is brick length - longer bricks offer higher flow resistance. On the other hand, if a brick is too short, it won�t offer sufficient area to effectively control exhaust pollutants. Converter manufacturers use different precious metal loadings of washcoats and vary them according to brick length and density. Brand notes, "Most converters currently being produced utilize bricks that are between three and four inches in length. This configuration allows lighter wash coat loadings and trades air flow efficiency for cost. Random Technology converters are specifically designed for maximum air flow capacity and our converters contain bricks with heavier washcoat loadings that are only two inches long. The combination of this brick technology and special case construction makes for maximum air flow - and maximum horsepower." Dyno testing has proven that to be true. According to engine builder Mike Osucha, (MORE Performance, Charlotte, NC) "We recently built a 396-cubic inch LT1 engine that produced 455 horsepower with an open exhaust system. When we installed two Random Tech converters, the engine produced 458 horsepower. When you look at the complete test results, you see that at some points the engine makes more power without converters than with them. And vice versa. I think the bottom line is that there's a tuning effect when a slight restriction is placed in an exhaust system. But the real point is that with the right catalytic converters, you don't have to sacrifice any horsepower to make an engine emissions legal." Since all catalytic converters must meet standards established by the Environmental Protection Agency, (EPA) their efficiency in controlling pollutants is a given - provided a particular converter is installed on the type of vehicle for which it was designed. Longevity is also comparable from brand to brand because EPA mandates require the converter case to be warranted for 50,000 miles and the bricks for 25,000 miles. That leaves flow - and horsepower - as the only major characteristic that varies to a considerable degree.