Performance mods on a tight budget
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From: Langley AFB, VA
Performance mods on a tight budget
With a tight budget, I was wondering what things can i do to get more HP.
I have an 07
Heres a list i made up so far:
ebay CAI (got mine for $45)
Pacesetter Catback (swapped my stock for this so free)
BM shift + ($35)
Full synthentic oil (not really performance)($35)
2.4 Intake mani ($250 on CED)
ss/sc Downpipe ($50-70)
07 Tune ($250)
I'm not sure what else inexpensive wise that I can do.
zzp header/dp combo with hi flow cat is 419 with the lowest options.
I heard a guy filed his TB and made some air way that way. dont really want to do that if noone else thinks thats a good idea.
any other mods that people have done inexpensive would be great to know.
i'll update this list if people give me links and items to help build our 2.2s w/o spending tons of money.
Thanks
I have an 07
Heres a list i made up so far:
ebay CAI (got mine for $45)
Pacesetter Catback (swapped my stock for this so free)
BM shift + ($35)
Full synthentic oil (not really performance)($35)
2.4 Intake mani ($250 on CED)
ss/sc Downpipe ($50-70)
07 Tune ($250)
I'm not sure what else inexpensive wise that I can do.
zzp header/dp combo with hi flow cat is 419 with the lowest options.
I heard a guy filed his TB and made some air way that way. dont really want to do that if noone else thinks thats a good idea.
any other mods that people have done inexpensive would be great to know.
i'll update this list if people give me links and items to help build our 2.2s w/o spending tons of money.
Thanks
...I GOT IT! ...get a machine type thing that goes in your intake and makes you a cocky bastard...!
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From: Langley AFB, VA
i got an intake and catback. i didnt get the tune yet. i been talking to vince about the 07 tune. he sells the tunes 250 and maybe 25 for shipping. there are no 07s yet but that is in progress.
what would the benefit of getting a 2.4 TB and not just the whole 2.4 manifold? 2.4 manifold is bigger than the 2.2.
just curious.
i been looking at springs for the car. 1-1.5 inch drop is what i been looking at. ss/sc will probably go .5 from what i heard.
still looking around. besides the bolt ons, its all internal which is higher priced.
i went to a performance shop today and i asked about spark plugs. for some odd reason, he told me to get a stage HOTTER. got no clue why. i drive now in 70-90 degree weather. whats the difference between hot and cold plugs? i could see colder if you got NOS or turbo. but hotter?? someone brief me if hes right on getting hotter plugs.
he also suggested like NK spark plug wires
what would the benefit of getting a 2.4 TB and not just the whole 2.4 manifold? 2.4 manifold is bigger than the 2.2.
just curious.
i been looking at springs for the car. 1-1.5 inch drop is what i been looking at. ss/sc will probably go .5 from what i heard.
still looking around. besides the bolt ons, its all internal which is higher priced.
i went to a performance shop today and i asked about spark plugs. for some odd reason, he told me to get a stage HOTTER. got no clue why. i drive now in 70-90 degree weather. whats the difference between hot and cold plugs? i could see colder if you got NOS or turbo. but hotter?? someone brief me if hes right on getting hotter plugs.
he also suggested like NK spark plug wires
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From: CT
I believe colder plugs conduct heat into the head better. Maybe hotter is good for a low performance engine because it will help it run more efficiently?
And I wouldn't bother with getting just the 2.4 TB. Not worth the $$ for the gains IMO. In fact, I haven't seen anyone post gains from just the TB yet.
And I wouldn't bother with getting just the 2.4 TB. Not worth the $$ for the gains IMO. In fact, I haven't seen anyone post gains from just the TB yet.
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From: Davenport, IA
I believe colder plugs conduct heat into the head better. Maybe hotter is good for a low performance engine because it will help it run more efficiently?
And I wouldn't bother with getting just the 2.4 TB. Not worth the $$ for the gains IMO. In fact, I haven't seen anyone post gains from just the TB yet.
And I wouldn't bother with getting just the 2.4 TB. Not worth the $$ for the gains IMO. In fact, I haven't seen anyone post gains from just the TB yet.
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From: Montreal
i have the 2.4L intake mani and gotta say it took a lil from bottom end but my injen cai makes up for it, and in the top end im very pleased with the power. over 5000rpm sounds great and pulls like a savage 
Im interested in this 2.4L TB... can sum1 give me some info on this or link me to a thread showing where i can get one and what exactly the gains are?
Oh and to thread starter, theres an old adage with car performance parts. "Cheap, fast, reliable....pick any 2" so be careful!
Im interested in this 2.4L TB... can sum1 give me some info on this or link me to a thread showing where i can get one and what exactly the gains are?
Oh and to thread starter, theres an old adage with car performance parts. "Cheap, fast, reliable....pick any 2" so be careful!
WOAH are you saying that if i get a shorty header for my cobalt ls i can get a SS exhaust?!??!!? like the 3" hahn?!??!!?
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From: Birmingham, Alabama
and also chill with the "!"and"?"
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i might be able to get a high flow cat for 40-50. dont know how much for custom dp welded.
would that combo be worth it or best to get a ss downpipe? i dont know how much more air flow the hi flow cat gives. i have to call to see what like midas or someone might charge. welding will needed to be done.
im hitting the drag track next month and looking for either one good mod to put on or maybe 2 cheaper mods.
like 07 would be the expensive one
ss dp and springs might be the two cheaper ones.
hmm but with springs, i have to get alignment done afterwards so maybe scratch that.
still thinking
would that combo be worth it or best to get a ss downpipe? i dont know how much more air flow the hi flow cat gives. i have to call to see what like midas or someone might charge. welding will needed to be done.
im hitting the drag track next month and looking for either one good mod to put on or maybe 2 cheaper mods.
like 07 would be the expensive one
ss dp and springs might be the two cheaper ones.
hmm but with springs, i have to get alignment done afterwards so maybe scratch that.
still thinking
sorry.. but why is 3 to big to yeild any gains?
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From: Birmingham, Alabama
its more about exhaust velocity....hang on ill find you something to read since i dont really know the exact fact...
alright here you go...NJHK wrote this...he is very knowledgeable and anyone who has been around for awhile knows who he is...
also having a 3" exhaust and 2.25" downpipe is a waste because you are only as free as your restrictive point....so no matter how big the catback is the DP/Cat are 2.25 and it will always have to go thru that point...
alright here you go...NJHK wrote this...he is very knowledgeable and anyone who has been around for awhile knows who he is...
Originally Posted by NJHK
2. Backpressure is something you need
First understand that your engine is a big air pump. It ingests oxygen (or maybe even is forced fed oxygen) and expels wastes. The most important part to also understand is that velocity of air traveling plays effect in both parts. If you don't understand what velocity is:
Quote:
In physics, velocity is defined as the rate of change of displacement or the rate of displacement. It is a vector physical quantity, both speed and direction are required to define it.
When talking about your exhaust system, increasing the diameter of your exhaust system or even increasing the primaries on your manifold/header, it effects the velocity of the exhaust leaving your engine. If it doesn't make much sense to you, think of it like this:
Take a straw that is 3 centimeters in diameter and blow into it. The air from your lungs is now traveling through your mouth and into a closed area at a certain rate of speed. When it reaches into the straw, what determines the speed is the force of the air travel in this inclosed space. Now take a straw that is 6 centimeters in diameter and the same length. Lets also assume that the air leaving your lungs and traveling through your mouth is going at the same speed/velocity. With having a larger diameter straw, this is going to change how fast air will travel through the straw...hence change the velocity of the air.
Using the example above, your lungs is the engine, your mouth is the ports on the cylinder head(s) and the straw is your exhaust system.
Now that you understand what velocity is, understand what backpressure is.
Backpressure is exactly that, air (or in this case exhaust waste) traveling back torwards the engine. Now most of us understand that it's about how fast the exhaust gets out of the motor and the exhaust system. If there is a force of air traveling out of engine into one direction, backpressure would be a force of air attempting to travel in the opposite direction.
Backpressure is caused by restriction, whether it be a crimp in the exhaust system, for example, a crush bent pipe:
or it be because of a very small diametered exhaust system (including primaries on the manifold/header).
The most important thing to understand in the cases of having an engine that is naturally aspirated or supercharged (turbocharged engines don't run off this method post-turbocharger) is that when you increase the diameter, you are getting rid of backpressure...yes but you are at the same time effecting the velocity of air traveling out of your exhaust system. It's basically taking the good with the bad.
Why is exhaust velocity important? Exhaust velocity does have a direct relation to your powerband and where it is located which is why it's very important for you to pick the proper size exhaust system in the first place. The wrong size can effect your powerband in the negative way (well, negative to you as the user of the vehicle). The slower the velocity, the later in the RPM Band your powerband will be moved to. If off extremely, it will make the performance of your engine very peaky or at worst, make you lose power.
Overall, everything should be considered and it is important to think about exhaust velocity...not backpressure. I would also suggest reading up on scavenging effects
First understand that your engine is a big air pump. It ingests oxygen (or maybe even is forced fed oxygen) and expels wastes. The most important part to also understand is that velocity of air traveling plays effect in both parts. If you don't understand what velocity is:
Quote:
In physics, velocity is defined as the rate of change of displacement or the rate of displacement. It is a vector physical quantity, both speed and direction are required to define it.
When talking about your exhaust system, increasing the diameter of your exhaust system or even increasing the primaries on your manifold/header, it effects the velocity of the exhaust leaving your engine. If it doesn't make much sense to you, think of it like this:
Take a straw that is 3 centimeters in diameter and blow into it. The air from your lungs is now traveling through your mouth and into a closed area at a certain rate of speed. When it reaches into the straw, what determines the speed is the force of the air travel in this inclosed space. Now take a straw that is 6 centimeters in diameter and the same length. Lets also assume that the air leaving your lungs and traveling through your mouth is going at the same speed/velocity. With having a larger diameter straw, this is going to change how fast air will travel through the straw...hence change the velocity of the air.
Using the example above, your lungs is the engine, your mouth is the ports on the cylinder head(s) and the straw is your exhaust system.
Now that you understand what velocity is, understand what backpressure is.
Backpressure is exactly that, air (or in this case exhaust waste) traveling back torwards the engine. Now most of us understand that it's about how fast the exhaust gets out of the motor and the exhaust system. If there is a force of air traveling out of engine into one direction, backpressure would be a force of air attempting to travel in the opposite direction.
Backpressure is caused by restriction, whether it be a crimp in the exhaust system, for example, a crush bent pipe:
or it be because of a very small diametered exhaust system (including primaries on the manifold/header).
The most important thing to understand in the cases of having an engine that is naturally aspirated or supercharged (turbocharged engines don't run off this method post-turbocharger) is that when you increase the diameter, you are getting rid of backpressure...yes but you are at the same time effecting the velocity of air traveling out of your exhaust system. It's basically taking the good with the bad.
Why is exhaust velocity important? Exhaust velocity does have a direct relation to your powerband and where it is located which is why it's very important for you to pick the proper size exhaust system in the first place. The wrong size can effect your powerband in the negative way (well, negative to you as the user of the vehicle). The slower the velocity, the later in the RPM Band your powerband will be moved to. If off extremely, it will make the performance of your engine very peaky or at worst, make you lose power.
Overall, everything should be considered and it is important to think about exhaust velocity...not backpressure. I would also suggest reading up on scavenging effects
yea i know njhk pretty well. that makes sence whaht he said. so would a 2.5 be good because im going to go f/i so i want to be able to keep what i can obviously im going to have to get rid of the headers and intake and manifold but i was hoping to keep the exhaust so if i do get 2.5 exhaust would it accomidate the f/i well ? and would it still give me some gains off stock ?
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