MCLAREN 540C - LARINI 'CLUB SPORT' EXHAUST CATALYSTS (INCO)

Road/Club Sport/Race... INCONEL SHIELDED Larini 200-cell 'Club Sport' cats replace the original catalytic converters, and clean emissions while permitting a significant power increase - without any technical or legal issues. The original lambda/heat probes connections are retained in their correct positions for the proper operation of the OBD (On Board Diagnostics) system.

The original vehicle manufacturer catalytic converters typically have 600 cells per square inch (cpsi) each. The FOUR original cats are restrictive in their flow, only allowing an open area of approximately 55%. The TWO Larini ‘Club Sport’ Cats, alternatively, have only 200 cpsi each, an open area of 90%, and offer near unopposed gas flow. The resulting increase in flow rates - with a modulation of backpressure, allowing the engine to 'breathe' and perform better.

Larini ‘Club Sport’ Cats are Euro-5/6+ emissions level rated - returning cleaner emission results than most standard catalysts, making it possible for vehicle tuners to obtain high power gains, whilst meeting government emission levels and staying road-legal with high reliability.

Lightweight construction and a ‘Satina’ effect ensures fit and finish are vastly superior to the bulky original items.

NB: Vehicles registered on or after 1st August 1992, are required to have a fully functioning catalyst fitted in order to comply with U.K. MOT test requirements. (Many other countries have similar requirements).

THERMAL MANAGEMENT -

Heat is a major issue in the back of any rear engined Supercar, and the McLaren is no different. The stock exhaust catalysts have a detachable outer skin with no thermal matting placed underneath. This is Replaced With Superior Lightweight Inconel Shielding + Insulation (See Below).

** For ultimate performance, thermal management, AND DURABILITY, the Larini 'Club Sport' Catalysts feature custom designed, double layer, INCONEL SUPERALLOY Dual Heat Shielding Technology (with internal performance insulation). Perfected through the racing programme & tested to destruction in the harshest of thermally volatile environments - this technology offers unrivalled, and SUSTAINABLE, vehicular exhaust performance. Little else comes close.

THE METHODOLOGY -

Bulky single skin exhaust shielding is used by OEMs to safely 'manage' engine bay temperatures. Larini evolves that application further to aid overall vehicular performance. Larini uses superior, lightweight, ultra-thermally efficient Inconel shielding to protect engine bay components from damage by the massive heat generated by the McLaren exhaust line. However, by Dual Shielding, keeping the lightweight inconel shield tight to the catalyst AND double insert-insulating the catalyst component, overall 'performance' now increases too... Keeping the heat within the catalyst by limiting external dissipation as much as possible, means the hotter the internal expelled exhaust gas is - the faster it flows - this is physical law. Faster expulsion of exhaust gasses results in less pressure backing up to the engine, and vitally- increased engine performance.

Dual shielding is an overtly complex and labour intensive technology to apply. Yet, Inconel Dual Heat Shielding Technology is the barrier favoured for use in F1 engine component packaging by Manufacturers - obsessed with chasing durability AND outright performance in the thermally volatile demands of the modern Turbo Charged/Hybrid era. Primarily, without doubt, as it is unlikely to fail to perform to an elite level, under prolonged and aggressive heat cycling. (It will not wear away or fall off, being durable enough to endure repeated physical handling and use under the pressure of competition).

PLEASE NOTE -

The use of heat-safe shielding is used on the stock exhaust catalysts themselves. Due to the internal packaging and critical operating temperatures of the McLaren, aftermarket unshielded large diameter exhaust catalysts may risk exposing the surrounding engine bay components to 'heat soak' damage. When replacing the catalysts on a McLaren - the driver must be sure of the credibility of the aftermarket thermal barrier on the catalyst component being used. A paint-based barrier IF not applied correctly, may not suffice as a longterm option in this instance. (Every thermal barrier has its place on the thermal spectrum - but must be rated accordingly and applied correctly, as per thermal requirements - many 2nd tier re-sellers tend to be unable or unaware of this as they rarely work on the project vehicles themselves).