Exhaust backpressure can cause a variety of problems. A plugged catalytic converter can strangle engine breathing and cause a big drop in engine performance and fuel economy. And if the converter plugs up completely, it can make the engine stall. The same thing can happen if a muffler, resonator or double walled exhaust pipe collapses internally. Anything that restricts exhaust flow will create excessive backpressure in the exhaust system. Symptoms of Excessive Exhaust Backpressure The classic symptoms of too much backpressure include things like a lack of high speed power, poor fuel economy and even overheating. Anything that backs up exhaust pressure into the engine will also back up heat. About a third of the heat produced by combustion goes out the tailpipe as waste heat, so if the heat can't escape it can overload the cooling system and make the engine run hotter than normal, especially at highway speeds. If there is a complete blockage in the exhaust, the engine may start and idle fine for a minute or two, then die as backpressure builds up and strangles the engine. In some instances, backpressure may build up to such a degree that it blow out a pipe connector or the converter shell. That makes diagnosis a lot easier, but in most cases you may not be sure if there is an exhaust restriction or not. o in these instances, you need to measure backpressure. How to Measure Exhaust Backpressure To measure exhaust backpressure, you need a pressure gauge with a scale that reads !ero to "# psi, or !ero to "$$ k%a or higher ¬e' " psi e(uals ).*+ k%a, and " k%a e(uals $.",# psi-. If you don't have a low pressure gauge, you can buy a basic exhaust backpressure test kit for around .)$. If you want to be really accurate you can use a digital manometer or pressure gauge that displays pressure readings in a variety of different units of measurement &psi, k%a, inches /g, inches /01, bar, etc.-. A tool that reads from $ to "# psi will typically cost around ."2$. 3easuring exhaust backpressure is not as easy as it sounds because there is no (uick and easy way to tap into the exhaust system. If the engine has an air pump, you can tap into the exhaust system at the air pump check valve. 4isconnect the check valve and install a pressure gauge. 5or accurate test results, however, the check valve must connect to the exhaust system ahead of the converter. 6ote' if the air pump plumbing hooks up at the converter, this techni(ue won't give you reliable results. 7ou can also check backpressure by removing an oxygen sensor from the exhaust manifold, and connecting a hose fitting to your pressure gauge. If the 10 sensor is fairly easy to reach and the vehicle is fairly new, it should come out without too much effort. 8ut on an older vehicle, 10 sensors can be difficult to remove. And there is always the risk of damaging the sensor. A third option is to drill a small hole into the exhaust pipe 9ust ahead of the converter and attach a fitting for your pressure gauge or manometer. This may be easier than trying to remove a "$ year old 10 sensor, but it also means you'll have to plug the hole afterwards with a self:tapping screw or a small spot weld. 1n some diesel engines &5ord diesel trucks, for example-, there is a backpressure sensor in the exhaust system that measures exhaust backpressure directly. 7ou can see the actual value by using a scan tool and looking at the exhaust backpressure sensor %I4. How Much Exhaust Backpressure is too much Backpressure readi!gs at idle o! most e!gi!es should ge!erally "e less tha! 1#$ psi %1& k'a(# )his will vary somewhat from o!e vehicle to a!other depe!di!g o! the desig! of the exhaust system* the si+e of the pipes* how restrictive the co!verter* muffler a!d,or reso!ator is* a!d whether it is si!gle or dual exhausts# -e.ve see! some idle readi!gs as high as /#0$ psi o! a few vehicles* "ut for most 1#$ psi or less at idle is !ormal# A partially restricted co!verter* muffler or pipe may flow e!ough exhaust at idle !ot to cause a pro"lem* "ut chokes "reathi!g at higher e!gi!e speeds# So to test this possi"ility* you !eed to rev a!d hold the e!gi!e at /&&& rpm# A 1good1 readi!g o! most e!gi!es at /&&& rpm should "e 2 psi %/& to /1 k'a( or less# Agai!* there may "e some vehicles that will read a little higher that do!.t have a pro"lem* "ut the readi!g should !ot "e sig!ifica!tly higher# 'ay close atte!tio! to what the "ackpressure readi!g does while you are holdi!g it at /&&& rpm# 3f it remai!s steady* cha!ces are there is !o restrictio!# But if the readi!g gradually i!creases* it mea!s "ackpressure is "uildi!g up a!d there may "e a "lockage# 3f you wa!t to rev the e!gi!e higher* say to 4&&& rpm a!d hold it* the "ackpressure !um"ers will shoot up# Most stock exhaust systems will show "ackpressure readi!gs from 4 to 5 psi %/0 to $$ k'a(* or eve! higher# As "efore* if the "ackpressure readi!g is u!usually high or it co!ti!ues to clim" at a steady rpm* it usually mea!s there is a! a"!ormal restrictio! causi!g a! u!healthy i!crease i! "ackpressure# Exhaust System 3!spectio! /igher than normal backpressure readings mean something is restricting the flow of exhaust out the tailpipe. Though the converter is usually the trouble spot, restrictions can also occur inside mufflers and resonators if a baffle collapses or the fiberglass sound:absorbing roving clogs up an internal passageway. 4ouble:wall exhaust pipes can also collapse internally causing a blockage. Plugged converters are the most common cause of high backpressure If the system has a blockage, inspect the exhaust system end to end for any obvious signs of damage like a crushed pipe, severe corrosion, etc. 7ou can thunk the converter to see if it rattles inside &indicating the catalyst substrate is broken-. The next step would be to disconnect the exhaust pipe 9ust behind the converter to see if that makes a difference in the backpressure readings. The readings will go down a bit when the exhaust system aft of the converter is disconnected, but if you don't see any drop it means the converter is probably plugged. The other possibility is that the head pipe between the exhaust manifold and converter has collapsed internally. If you see a big drop in the backpressure readings when the exhaust system aft of the converter is disconnected, it means the converter is flowing okay and the blockage is somewhere in the rest of the system &bad muffler, resonator or tailpipe-. 6si!g 3!take 7acuum to Check Backpressure A!other way to check for a "ackpressure pro"lem is to check i!take vacuum at the e!gi!e# 3t.s much easier to hook up a vacuum gauge to a vacuum hose or port tha! it is to remove a! 8/ se!sor# 7acuum gauges typically display readi!gs i! i!ches of Hg %Mercury(# 8!e i!ch Hg e9uals a pressure readi!g of : psi or 2#25 k'a# ;ormal atmospheric pressure is arou!d 14#0 l"s# per s9uare i!ch at seal level# )his will vary a "it with temperature a!d humidity* a!d it goes dow! at higher elevatio!s# 7acuum is created i!side the e!gi!e.s i!take ma!ifold "y the i!take stoke of the pisto!s tryi!g to overcome the restrictio! created "y the throttle "utterfly# 8! most e!gi!es will develop 1< to // i!ches Hg of vacuum at idle %except for most diesels which have !o i!take vacuum "ecause they have !o throttle plate(# )he vacuum readi!g at idle will depe!d o! e!gi!e wear* throttle ope!i!g* camshaft overlap* exhaust "ackpressure* air temperature a!d de!sity# )o check vacuum at the i!take ma!ifold* start with the e!gi!e off* a!d disa"le the E=> valve "y removi!g or disco!!ecti!g its hose or o!e of its sole!oids# Co!!ect a vacuum gauge to a ported vacuum source o! the i!take ma!ifold or throttle "ody# Start the e!gi!e a!d !ote the vacuum readi!g at idle with the tra!smissio! i! !eutral# 3f the idle vacuum readi!g is lower tha! !ormal* or it co!ti!ues to drop while the e!gi!e idles* a! exhaust restrictio! is causi!g exhaust pressure to "uild up a!d "ackup i!to the e!gi!e# 3f you i!crease e!gi!e speed* the vacuum readi!g will drop slightly* the! sta"ili+e a!d rise "ack up to withi! / to 2 i!ches of the vacuum readi!g you !oted at idle# A!y sudde! drop of over 1& i!ches Hg of vacuum may i!dicate a "lockage pro"lem# Erratic swi!gs of the vacuum i!dicator may i!dicate periodic "lockages caused "y loose compo!e!ts temporarily "locki!g the exhaust system# 7acuum readi!gs ca! also "e affected "y other factors such as weak or "roke! valve spri!gs* overadva!ced or retarded valve timi!g a!d,or ig!itio! timi!g# So if the !eedle o! the gauge is "ou!ci!g arou!d* it could i!dicate a mecha!ical pro"lem i! the e!gi!e#