Just a little personal experience here. I have an EFIE that I use on my cars. BE CAREFUL WHEN ADJUSTING THEM!! They are great little units when used properly. If you place the setting to high to offset the O2 sensor output you can lean your engine out TOO MUCH! I melted TWO catalytic convertors on my 95 Nissan Sentra!! The first time I knew I leaned it out to much after it was too late because it got so hot that I melted the plastic air skirt under the car that was 6" away from it. But the second time I didn't realize I did it because I THOUGHT that I was being VERY careful NOT to set it too high but found out later that I STILL MELTED MY NEW CAT!! ARGHHH! One problem is probably that my cat is actually part of my exhaust manifold so it is direct out of the engine with no chance to cool before it moves down the exhaust pipe where most other cats are located. Just a friendly warning, BE CAREFUL WITH YOUR AMOUNT OF OFFSET WHEN YOU ADJUST IT! Go easy with small steps up to find the best mpg setting for your vehicle.

Sincerely,
Ron in San Bruno

Hey Ron!

In case you haven't noticed, Aron and others are posting their temperature readings for various components. Generally, they are finding reductions in temperatures for the coolant, the exhaust, the heads and (most important in this case) the exhaust manifolds.

This is a consistent event, so I would be greatly comforted with The Groove in. That being said, I know the system you're talking about, and it's a POS anyway!

Thanks for the report! It is a good warning to the uninitiated!

Ron

you need to be careful what one your using and how many your using.. most important where its at.. you must leave them BEFORE the Cat Converter

This is why I preach over and over read your fuel trims and you`ll be aware before the cat gets too hot. The fuel trims tell it all. You can fine tune the inj timing down to the lowest parameters. -25 long -25 short meaning 50% raw fuel taken away. This is where my reformer will come into play with the groove. The guy I did the groove on today got to see the reformer closeup, everyone that gets a look wants one asap I just need to get it smaller. Time will tell. We can fool the ecu so far and then look out she`ll get you.Dont break the parameters. Dan gadgetman mo.

do keep me posted dan on this item you talk about..

email me about ..thanks

as im interested but dont know what your product is

To understand what happened here, a little background is in order.
One of the functions of a downstream heated O2 sensor, is to monitor the EGT to ensure that the CAT is getting enough “waste” (unburned hydrocarbons) fuel within
an operating range that the auto mfg. considers “normal”. Too many unburned hydrocarbons for too long = excess heat for the CAT & potential to overheat & ruin it.
Conversely, using combustion enhancers, such as the Groove and/or a hydrogen generator, results in many fewer unburned hydrocarbons going to the CAT and therefore the EGT drops off. The EGT can drop-off to the point that the downstream heated O2 sensor lets the ECU know that the EGT has fallen below “normal” and therefore the ECU defaults to a heavier fuel-trim map.

The leaner an engine runs, the cooler the EGT will be; see: www.sdsefi.com/techegt.htm
Based upon this information, you can also conclude that it is a myth that you can burn the hardened valves in a modern gas engine by running the A/F ratio leaner. As long as there is no engine miss or pinging then it will not overheat (assumes no pre-existing cooling-system problems). If one is trying to run their engine leaner, then it is only prudent to significantly upgrade the ignition system & plugs to minimize the potential for engine misfire; upgrading the oil & filter is a good idea too. FACT: running an engine with combustion enhancers extends its lean-burn capabilities, and will result in a cooler running engine with lower exhaust temps.
So what happen in the 95’ Sentra case? No Scangauge device or equivalent was available to help him easily find the “sweet” spot while adjusting his EFIE to achieve max mileage.
In this case the EFIE was turned-up way too lean, over-cooling the exhaust temp. which then resulted in the ECU defaulting to a much heavier fuel use, combined with a possible less-than-optimal ignition system resulted in too many unburned hydrocarbons going to the CAT for too long and overheating & ruining it.
One approach, to tuning an EFIE for max mpg, in a case like this is to install an aftermarket AFR gauge that you can monitor; with the feedback from this gauge
you will know when you have turned up the EFIE too far and the ECU has defaulted to a heavier fuel-trim map. If you are going to push the boundaries, you need a feedback device, such as an AFR gauge, for fine-tuning an EFIE.