Hi Everyone: I have a 2004 Ferrari 360 6-Speed that has about 10,500 miles on it. I have heard very bad things about precat failure and the catastrophic damage that it can do to the car (as well as the restrictive nature of the factory cats). So I took the plunge and had some upgrades installed. I figured that I would address the known issues and make the car a little bit faster. So I am in the process of adding Fabspeed sport headers and cats...and also got the FabSpeed ECU upgrade (see attached pics). The car already had a Tubi exhaust and Fabspeed recommended that I keep it. From my discussions with FabSpeed, it seems that I should see about a 70 BHP improvement...so I should feel that. Has anyone done any other upgrades to these cars that they really enjoyed? I known that there are turbo kits...but that seems like you are cutting up the car too much. It seems that the headers and cats are a pretty common upgrade and I will save the old parts just in case I sell her and someone wants her bone stock. And the ECU reflash can be easily reset (FabSpeed saves your original settings). It seems that you can pick up some HP by adding CF airbox covers (as the stock ones cause a lot of turbulence). I tried the Fabspeed ones but I sent them back, as the did not fit right. Any suggestions or opinions would be welcome). Thanks. Brian Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Sounds like you hit the major items with out going too crazy. I would suggest having the fuel injectors tested/cleaned/calibrated. It felt (butt meter) improvement and smoother running. Drive it, enjoy it!!!!!!!
You have pretty much added most of the upgrades people sometimes do, other than lowering the cars weight, you really are looking at diminishing returns. Also, I do not see anyway that your car would put out 70 horsepower more than stock with a Full Exhaust Setup and a Tune...maybe 30-40 more horsepower.
I am going solely by what FabSpeed told me. They said that the ECU alone is 24 BHP...with the headers adding another 16 and the sport cats adding another 28 (this number sounds high...as those factory cats would need to be really restrictive). They show dyno sheets for the ECU...but not the sport cats or headers.
Shedding weight is the way to go from here for you. Titanium lug bolts are nice and the stock starfish pattern wheels are very light. Some carbon fiber replacement choices can really help there too. Airbox for sure! The GruppeM setup is very light. The electric seats are quite heavy and you may be able to find some that are much lighter. Aftermarket radio head units save a lot of weight too. If you can be bothered to use a battery charger regularly you will want to put in an Odyssey PC925 battery, like the racing guys use. Besides installing some Lexan for some of your windows I think that is all the easy ones.
CF airbox covers don't reduce turbulence. Given the internal nozzle shape, they probably have more. BUT the next move would be bigger MAFs and a new air box. Or a TT.
The CS carbon airbox is the only good clean way to get bigger MAFs from the CS/430 on there... You can use 430 carbon boxes but the mounting holes are different, and angle to the motor is different. Performance in the context of handling or braking would also be another area folks spend time on.... At least I have.
i see that fabspeed markets interesting HP claims in the F car world just as they do in the P car world. Enjoy your improved 360. craig
I haven't written a fun techy post on the 360 for quite some time so lets 'blow up' some of the power gain myth once and for all starting with a theory lesson, starting with fueling. As many people know the 360 uses a full on package of Bosch Electronics for most of its sensors (ABS, TC, Wheel speed sensors, etc.) as well as its engine management system including a set of 8 Bosch EV6 fuel injectors (one for each cylinder). Matching injector size is pretty important if you want the miles per gallon to be decent over the entire range of the injectors duty cycle, from low power to peak power. This is why you don't fit massive oversize injectors just to give you headroom for the future (they just wouldn't work very well or accurately enough) and you wouldn't pass smog emissions tests plus it wouldn't be very smooth either. Other than injector size there is another factor often forgotten about when it comes to fuel injector sizing and that is the fuel pressure they are operating at. The Bosch EV6 fuel injector is a fuel injector that uses a 'director plate' with 4-holes to better atomise fuel across various operating pressures. These injectors allow more flexibility in relation to operating pressures without compromising spray efficiency or fuel atomisation. This is actually important as Ferrari engineers (in order to improve fuel efficiency) carefully selected the smallest fuel injectors which could match anticipated power output of the engine at peak output over the lifetime of the engine without requiring to change them for their Challenge Stradale (GTi - cheeky!) model. On most injectors when sizing them up you can increase the amount of fuel atomised (to a point) for the given size of injectors used by increasing fuel pressure. On the 360 the fuel injectors are often quoted at being 267cc, actually this is dependant on using the standard fuel pressure of 43.5 PSI (or 3 bar) which is commonly used with these injectors on other applications. On the 360 the fuel pressure used is higher, actually around 3.5-3.6 bar is used (50-52.2 psi). This gives the maximum theoretical power output that the injectors could yield @ 445.6 bhp *(so obviously someone is lying around these parts ). If you maxed out the pressure a little more (to max recommended pressure actually) and remapped the ignition curves you could go as high as 440-445 bhp on stock injectors - but beyond that you need to go with larger injectors, so anyone claiming to have gone beyond this in a regular 360 with stock fueling system (remember this is with full remap and max fuel pressure increase to the absolute max that Bosch recommend) is basically telling porky pies. Ofcourse to go even further is possible but it requires absolutely massive amount of re-working including new fuel injectors, all new mapping, intake restriction removal, higher rev limit, improve micro fine engine balancing, etc. etc. Beyond economical sense unless your fitting in a 360 GT and your name is michelotto and building a step 5 engine for competition purposes as a money no object exercise... Here's a summary at given fuel pressures; Bosch Flow Flow - Est. HP Duty Cycle Part Number lbs/hr cc /min grams /min 80% 95% Feed Electrical Impedance ------------- ------ ------- ---------- --- ---- ---- -------------------- 0-280-155-869 25.4 267cc @ 43.5 PSI (3.00 BAR) 192.0 39.1 46.4 EV6 High (12-16 Ohms) 0-280-155-869 29.2 307cc @ 50.0 PSI (3.45 BAR) 220.8 44.9 53.3 EV6 High (12-16 Ohms) ** 0-280-155-869 30.5 320cc @ 52.2 PSI (3.60 BAR) 230.4 46.9 55.7 EV6 High (12-16 Ohms) 0-280-155-869 31.4 330cc @ 55.0 PSI (3.70 BAR) 236.8 48.2 57.2 EV6 High (12-16 Ohms) Static flow rate @ 3.00 BAR, medium N-Heptane: 213,2 g/min Estimates of power typical of these injectors in other (non Ferrari) applications; 39.1 * (8) = 312.8 bhp @ 80% injector duty cycle (max recommended) @ 3.0 bar (43.5 psi) Ferrari run their 360 fuel pressure @ 3.45 to 3.6 BAR (50.0 to 52.2 psi) *** 44.9 * (8) = 359.2 bhp @ 80% injector duty cycle (max recommended) @ 3.45 bar (50.0 psi) 53.3 * (8) = 426.4 bhp @ 95% (just for illustration) 46.9 * (8) = 375.2 bhp @ 80% injector duty cycle (max recommended) @ 3.6 bar (52.2 psi) 55.7 * (8) = 445.6 bhp @ 95% (just for illustration) Max pressure (!) 48.2 * (8) = 385.6 bhp @ 80% injector duty cycle (max recommended) @ 3.7 bar (55.0 psi) 57.2 * (8) = 457.6 bhp @ 95% (just for illustration) Note 1: 85% duty cycle for maximum injector pulsewidth recommended. Note 2: 95% level is asking too much, injectors tend to go static at 92%+ Note 3: The figures are approx ~ estimates and actual power depends on how efficient the engine design, octane rating, compression ratio, etc. YMMV. * Ferrari claimed 400hp (~10% better than typical engine figures) so 360 becomes 396hp. Real world dyno's tell a different story, especially US cars with all those power grabbing pre-cats and larger cats! ** Therefore 385hp @ higher pressure but at stock 80% duty would yield 424 hp. *** Improving breathing, octane, compression ratio, spark efficiency, etc. improves efficiency by a few %. Hope that all makes sense...
Sounds difficult to believe but a lightly tuned 360 Modena has exactly the power to weight as a Scuderia if you shed a rather difficult (but entirely possible) 197kg of fat... Model............... Description................... Weight Power bhp/tone kg per bhp 360 Modena Stage 4 weight loss....... 1,183kg 431bhp 364 2.7 430 Scuderia Stock weight................ 1,380kg 503bhp 364 2.7
Are you calling me fat? Is impressive. Wonder how you'd shed that much weight on a scud. Take all the body panels off?
This one is really for another thread... Some easy reversible bits though are; Well the stock batty is 21kg. A good Li Ion one like the Braille is 4.4kg (-16.6kg's). Race cats and headers shave easily another (-10kgs+). Real CF racing seats vs stock reclining carbon seats (-10kg). There's near as dammit 40kg's banked before we even get started.. Read my build thread for some more ideas... you could do it if you really tried but it would be tough and likely very hard to reverse if you went all the way - but it would be a monster...
What kind of weights are those? (Not the weights removed. The vehicle weights) Sent from my iPhone using Tapatalk
You decide.. here's a nifty little weight calculation sheet I did many moons ago... Enjoy! Image Unavailable, Please Login
