To be a valuable global supplier
for metallic honeycombs and turbine parts
1. Understand the Temperature Behavior First
Most industrial engines stay hot for much longer than road vehicles. Many run at 350–550°C all day, with peaks that can easily hit 700–900°C.
If the engine spends a lot of time above 600°C, it almost always makes sense to use a Fe-Cr-Al metal substrate. Once it forms its alumina layer, the surface holds the washcoat well and survives repeated heating.
In harsher machines—like construction or mining equipment—a slightly thicker foil helps keep the honeycomb from warping over time.
2. Foil Thickness Isn’t Just a Number
Thinner foil warms up quicker but doesn’t like heavy vibration.
Mid-range foil gives decent rigidity without adding too much mass.
Heavy machines usually need thicker foil simply because the vibration would destroy a light structure within months.
The rule of thumb many engineers use:
if the engine shakes a lot, go thicker; if fast light-off matters more, go thinner. There’s no one answer that fits all projects.
3. Pick a Cell Density That Matches the Engine, Not the Spec Sheet
Cell density (CPSI) affects how easily the exhaust flows and how much catalytic surface you get.
Lower densities—around 100–200 CPSI—tend to work well for diesel engines where backpressure matters a lot.
Mid-range densities—300–400 CPSI—are common in mixed-duty industrial engines.
High densities are mainly for gasoline systems and are rarely needed in industrial DOC setups.
For most industrial engines, 200–400 CPSI is where things usually land, depending on the emissions target.
4. Don’t Ignore Vibration and Mechanical Load
This is one of the biggest killers of metal substrates in industrial equipment.
Uneven terrain + high torque + long hours = continuous shock loading.
A reliable metal substrate should have:
a stable mechanical interlock inside the honeycomb
brazing that doesn’t crack under repeated heat cycles
enough oxidation resistance to avoid long-term weakening
solid end rings so the structure doesn’t shift
Many premature failures we see are vibration-related, not temperature-related.
5. Make Sure the Coating and Substrate Actually Work Together
One strong advantage of Fe-Cr-Al is the oxide layer—it gives the washcoat something to hold onto. But the coating still needs to be tuned for the machine’s real-world behavior:
some regions still use higher-sulfur fuels
many small industrial engines warm up slowly
long idle periods require catalysts with good low-temp activity
diesel exhaust has plenty of oxygen, which changes the formulation strategy
If the engine spends long hours at partial load, the coating needs to reflect that.
6. Size the Substrate to Match Engine Displacement and Flow
There’s no strict formula, but the industry has settled into a few practical sizing habits:
small engines get compact substrates
mid-size engines use medium-diameter units
large engines or multi-liter machines usually need bigger honeycomb volumes
anything above 5 liters often ends up being customized
Real sizing depends more on exhaust flow and required conversion efficiency than on displacement alone.
7. Keep Local Emission Rules in Mind
Industrial engines may need to meet:
EPA Tier 3 / Tier 4
EU Stage III / Stage V
China Stage III / IV / V
special rules in ports, factories, or tunnels
These regulations tell you whether a simple DOC metal substrate is enough or whether the system needs DOC + DPF + SCR.
Choosing the right metal substrate for an industrial engine isn’t just about material or CPSI. It’s about making sure the substrate can survive heat, vibration, long hours, and uneven operating conditions—all while keeping backpressure within limits.
If the substrate is matched well to the engine, the emissions system stays stable and reliable. If not, you’ll see coating failures, warped channels, or unpredictable performance long before the machine reaches its intended service life.