Hi, Guest
SVT suspension package is the best all-inclusive suspension package for ZX3/5/4-door owners on the market. It's the installation and subsequent alignment that you'll get bent over the table on... :rolleyes:
Header - larger exhaust tubing connected directly to the exhaust ports on the engine block. Less restrictions on the flow of gases leading to more power being made.
High-flow catalytic - same principle as above, pertains to the highly-restrictive noxious gas converter known as the "cat" or catalytic converter. It maintains most emissions requirements while allowing higher gas flow rates and more power again.
Cat-back, as above - you're absolutely right. Less back-pressure allows more gases to flow quicker, more power is made. The best cat-back systems made are generally made from stainless steel and will likely outlast the car itself.
Intake - when done right, it allows 3-4x more air to be made available per minute (Cubic Feet per Minute, always quoted as CFM) to the throttle body / intake manifold. More air means less work to make more power, less restrictions on power made. For serious tuning / advanced power, sometimes a larger throttle body (larger air inlet) is used as well. These can be 400CDN easily.
EDIT - also, the cooler the air drawn into the intake means the denser air has more oxygen per unit. More oxygen to burn alongside the gas means more power is made per combustion cycle of each piston. This is why forced-injection motors (supercharged, turbocharged) often rely on intercoolers beyond 6-7 PSI of pressure as air that is compressed beyond a certain point becomes hot and power is lost. Doubly so when turbochargers are concerned, as they become very hot due to the fact they're driven by the exhaust gas of the car they're powering and they turn at 30,000+ RPM.
SCT - Superchips Custom Tuning - this can be true, or "almost" true. Some SCT tunes are generic, and some are case-specific. If you add more than intake / header / UDP / exhaust, you're going to want some custom-tuning to fully appreciate what you've done to the motor. Even so, if all you do is the "small" mods, you might want to tune the engine anyways to get the best power and / or fuel economy out of your new additions as well.
Header - larger exhaust tubing connected directly to the exhaust ports on the engine block. Less restrictions on the flow of gases leading to more power being made.
High-flow catalytic - same principle as above, pertains to the highly-restrictive noxious gas converter known as the "cat" or catalytic converter. It maintains most emissions requirements while allowing higher gas flow rates and more power again.
Cat-back, as above - you're absolutely right. Less back-pressure allows more gases to flow quicker, more power is made. The best cat-back systems made are generally made from stainless steel and will likely outlast the car itself.
Intake - when done right, it allows 3-4x more air to be made available per minute (Cubic Feet per Minute, always quoted as CFM) to the throttle body / intake manifold. More air means less work to make more power, less restrictions on power made. For serious tuning / advanced power, sometimes a larger throttle body (larger air inlet) is used as well. These can be 400CDN easily.
EDIT - also, the cooler the air drawn into the intake means the denser air has more oxygen per unit. More oxygen to burn alongside the gas means more power is made per combustion cycle of each piston. This is why forced-injection motors (supercharged, turbocharged) often rely on intercoolers beyond 6-7 PSI of pressure as air that is compressed beyond a certain point becomes hot and power is lost. Doubly so when turbochargers are concerned, as they become very hot due to the fact they're driven by the exhaust gas of the car they're powering and they turn at 30,000+ RPM.
SCT - Superchips Custom Tuning - this can be true, or "almost" true. Some SCT tunes are generic, and some are case-specific. If you add more than intake / header / UDP / exhaust, you're going to want some custom-tuning to fully appreciate what you've done to the motor. Even so, if all you do is the "small" mods, you might want to tune the engine anyways to get the best power and / or fuel economy out of your new additions as well.
Daily driver 1: 2007 Jeep Wrangler Unlimited Sport "S"
33" BFG Mud-Terrain KM2s, lots of Rough Country gear - bumper, 2.5" lift, swaybar disconnects, Superwinch 10,000lb winch, Detroit Locker in rear D44 axle, custom exhaust, K+N filtercharger, Superchips-tuned.
Daily driver 2: 2006 Subaru Legacy GT
COBB Stage 1+ package - AccessPort tuner, COBB intake and airbox. Stage 2 coming shortly - COBB 3" AT stainless DP and race cat, custom 3" Magnaflow-based exhaust and Stage 2 COBB tune.
33" BFG Mud-Terrain KM2s, lots of Rough Country gear - bumper, 2.5" lift, swaybar disconnects, Superwinch 10,000lb winch, Detroit Locker in rear D44 axle, custom exhaust, K+N filtercharger, Superchips-tuned.
Daily driver 2: 2006 Subaru Legacy GT
COBB Stage 1+ package - AccessPort tuner, COBB intake and airbox. Stage 2 coming shortly - COBB 3" AT stainless DP and race cat, custom 3" Magnaflow-based exhaust and Stage 2 COBB tune.