Look what the cats dragged in
Despite the engineering feats car companies had to achieve to get them into production, catalytic converters were hated by many before the first cat-outfitted car rolled of the assembly line.
Alan Loofbourrow, Vice President of Engineering at Chrysler, called it “the dumbest thing to ever happen to the automobile,” as quoted in a New York Times article titled “Catalytic Converter: Big ‘If’ of 1975”.
Automakers estimated the cost to the consumer for the new equipment was approximately $200 per vehicle, or more than $1,000 in today’s money. They also estimated they would spend over a $1 billion from 1975 to 1980 buying precious metals from two nations the U.S. did not really want to send more money to at the time: the Soviet Union, during the midst of the Cold War, and South Africa, during the midst of apartheid. (Both places remain the largest producers of these metals today.)
When complaining and increasing prices wasn’t enough, they found ways to sidestep. The law technically required cats on vehicles with gross weights of less than 6,000 pounds, so Ford introduced a new model in its F-Series line, between the F-100 and F-250, that had a GWR of 6,050, just dodging the requirement. It was called the F-150, and if it’s any gauge of consumer sentiment, it became the best-selling truck in America two years later and hasn’t left the top spot since.
The manufacturers were right about one thing – the initial designs could’ve used more testing. GM’s pelleted design was particularly problematic. These coated beads were packed in tightly to ensure the maximum surface for the catalysts to neutralize the exhaust, but they couldn’t be packed too tightly, or the exhaust couldn’t flow through.
As a result, the orbs still moved around a bit, eventually wearing down, losing their effectiveness, and clogging the exhaust. In theory, you could have the catalyst serviced by replacing the pellets, but car owners wouldn’t always be quick or willing to do so.
Compounding the issue was that converters rely on an ideal air-fuel ratio, but vehicles at this time were still carbureted, leading to mixtures that were often too lean or too rich to operate efficiently. (Closed-loop systems were introduced in the ’80s to make the mix precise and dynamic. Oxygen sensors and fuel injection contributed to the efficacy of closed-loop operation.)
As a result, it wasn’t unheard of to melt a converter, if not spew molten hot beads out the tailpipe. This fun article from CurbsideClassic.com tells a vivid story of the author’s parents’ vehicles hissing, emitting foul stenches, and altogether running poorly due to this failure-prone design.
Many people in those early days opted to remove cats from their vehicles. Over the years, though, designs improved and automakers were able to make vehicles more powerful and reliable than ever, making converters just another part of the car we take for granted. Until, ironically, people started removing other people’s cats.