Here is the first uploaded video of the initial Dyno's we made. This is a dyno with the stock exhaust. Results: 493.1 HP @ 8276 rpm 495.6 Nm Torque @ 5100rpm In 720pHD, make a slow motion at 00:22 and discover how much and especially how the exhaust pipes move. Without the Capristo brackets replacing all the stock exhaust brackets, your headers will receive an immense shock while they are extremely hot. [ame]http://www.youtube.com/watch?v=ym-bpRachHg[/ame]
Stef- I assume those dyno runs are already corrected for drivetrain losses, because there is no way those are rear wheel horsepower and torque numbers. OK, never mind. I saw the rear wheel numbers on the right hand side. That is a very healthy F430, with hp almost up there with a 575M. Taz Terry Phillips
Now this Dyno is made after the installation of the Capristo Headers/Capristo exhaust brackets. 513.1 PS @ 8275 rpm 504.1 Nm Torque @ 3922rpm Notice now that the exhaust doesn't move in an extreme way anymore (at rupture 8500rpm) grace to the shock absorption of the Capristo exhaust brackets. Notice also the difference of sound which is now much more powerfull and plain. Spectrum analysis to come But on the road, I found the difference is even more important than in a dyno room which is totally sound proof. [ame]http://www.youtube.com/watch?v=qN3RffuoiyI[/ame]
Thanks Taz, always best served by yourself when it is about to maintain such car You're right, for sure these numbers are at the engine using an identical factor of 31 for all F430's, Scud and Lancia Stratos been tested on this Dynostar.
Stefa, May I ask if the the capristo bracket come with the whole header, or need to order separately?
The bracket is separate it is circa 300-400 EÙR from what I understand Sfef, I guess there is only 1 cat though, shortly after the 4-2-1 section, its worth having these just to get rid of the cats alone despite being a brilliant piece of engineering too but @ circa $7,000 by the time you have them fitted its not cheap unfortunately
Any comment on capristo headers + fabspeed sport cat. Or just like stef said cap header + Oem cat is good enough.
Here is another video with the Capristo Headers. We made in total 11 full Dynos on the F430 to validate all the figures. We made also several other partial Dynos. [ame]http://www.youtube.com/watch?v=N9eLUELgANY[/ame]
Capristo has developed a new heat shield which is even more efficient than the already very well know heat shield. These new heat shields do not have the external aluminium layer anymore which with the time may unglue a bit. No worries, the external aluminium layer does not offer any thermal protection, only the internal tissue layers does. The new version of the heat shield uses also new prime material tissues which are even more efficient and heat resistant. Here are a couple of pictures of the new heat shields. Image Unavailable, Please Login Image Unavailable, Please Login
They are produced in their factory in Germany (everything is produced in Germany including all the OEM Ferrari parts). Some pictures of the heat shield manufacturing unit. They produce also any custom shape of these heat shields depending on the clients needs. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Some photos of the new heat shields installed on my Capristo headers. They wrap them perfectly well so that the headers are entirely thermal isolated. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Interesting info on the scud, both Ferrari and many independent testers report a major torque increase across the complete rev range particularly at lower revs making for a far more drivable car when compared to the standard 430. Having had both I would agree the Scud has a major amount more low down torque - Ferrari's figures show 10% increase at low to mid range with 4% between 6000 and 8500 rpm. Why are your figures so different?
This Dyno is quite interesting. It shows how important it is to go through a relearn cycle when something has been changed on the engine. The ME7.1.1 is a very complex piece of software and is capable to re-adapt his values and take benefit of the new installed or replaced parts. The Red line is a Dyno we made with the new installed Capristo headers but without resetting the Ecu's. As you can see on the graph, despite the new headers, between 4750 rpm and 6000 rpm, torque and HP are slightly lower than the stock headers. After a reset and a full relearn cycle, the next Dyno in Green shows how the ME7.1.1 has been able to ajust his values and as a result, the torque and HP is increased over the entire revv range. The max torque of 504.1 Nm is also reached at a slightly lower rpm as it was before the reset. Notice how the max torque of 504.1 Nm is now reached at 3.922 rpm instead of 495.6 Nm at 5.167 rpm. This is the most interesting improvement and is well more important than the max HP value. At only 4000 rpm, you'll get an impressive torque of above 500 Nm (we got even 506.4NM @ 3.975 rpm)! That's what you need most on a dialy basis and will make you flying away at the slightest acceleration Image Unavailable, Please Login
I agree Russell and was very surprised myself when I saw these figures. When I saw this, I knew immediately that this would create some reactions which is legitime But I trust more what comes out of the Capristo Dyno test bench than what is said by people or commercialy annonced by Ferrari...His test bench is used by Ferrari, Lambo, Lancia Stratos, etc for testing new prototypes so it's a real work reference and there is no cheating possible. It's also a very reliable test bench because we did 11 full Dynos and none of them had inaccurate results. If someone has some other state of art made Dynos of the Scud, I'd love to see them and compare them
Look at this Dyno which seems to confirm the Scud vs F430 figures: Another Dyno chart that compares : - F430: F430 stock F430 with Capristo Headers F430 with complete Capristo Scuderia Exhaust system (Red) - Scuderia: Scud stock Scud with complete Capristo Scuderia Exhaust system (Blue) The red line (upgraded F430) has more torque than the upgraded Scud (Blue) which follows the same logic when both stock cars are compared. The upgraded Scud starts also delivering more power than the F430 but starting only from above 6500 rpm. This Dyno chart tend to confirm that engine power of the Scud has been "sacrified" in the lower rpms to be moved to the higher rpms. Image Unavailable, Please Login
I have no dyno figures, chasing horsepower isn't on of my goals, but real world driving is of great interest and the Scud on the road would seem to cast a query over the figures obtained. Having a passenger in the scud would bring the weight back up to 430 figures at which point according to your conclusions the 430 would potentially disappear up the road? Ferrari quote 10% more torque for the Scud, whilst I agree manufacturers figures do need to be viewed with a certain amount of scepticism, it would seem inconceivable that all the work done to the engine of the scud (optimised exhaust, revised pistons, increased compression, revised electronics etc) results in a reduction of low down torque when increasing this was a recognised goal of the changes - after all Ferrari are pretty experienced in engine enhancements! So we have a named goal of Ferrari from the outset for the scud of increasing the torque, we have real world owner experience, we have independent tester analysis, we have major changes made to the engine and we have Ferrari's published figures. All point to a substantial increase of torque over standard 430! I understand the reputation of Capristo and am not trying to cast doubt over the improvements you are seeing with your 430 over standard, we all know improving the exhaust is an absolutely certain way of improving performance.
I love all the little coloured charts! Have you driven a 430 compared to a Scud? (I'm sure you have). There is no way the 430 has more low to mid range torque and it isn't just me saying this - as far as I know everyone says it! Universally owners and testers.
Russell, I have both SCUD & 430 (with modded ECU's in my 430 only) and so be honest apart from the much faster F1 SCUD gearbox, I don't notice any significant differences under 6K rpm torque wise
Richard, I seem to remember you didn't notice the extra noise either When you say you didn't notice significant differences under 6K, did you feel the torque was less?
Yes it is, leave it disconnected (main power switch) overnight and then do the relearn cycle : 1) Cycle main power switch on - wait 15 seconds 2) Power off all electrical equipments especially lights, A/C etc 3) Cycle contact key without starting the engine - wait 15 seconds 4) Start the engine and let it idle for 15 minutes without any accelerations, just idling 5) Relearn is then done by normal driving or on a test bench by revving between the different rpm ranges.
Russell, please keep in mind that the Scud has a good 100kg less...that's a big difference and that is what most owners feel, I mean, the less weight to move in the low range which gives you the impression of more torque.
Agreed, my main comparison in ownership is actually 430 coupe to 16M - weight is pretty similar! (10kg)
Torque just feels about the same, under 6K in the 430 and SCUD, in my 750nm more highly modded 996 TT there is a difference ! I think its just marginal in these 2 Ferrari's
Well what can I say, I know you have lots of real time experience (ownership) of both. It's not my experience, there is no comparison in the low to mid range torque of the 16M (Scud) compared to my 430 coupe - it is actually the single biggest difference (Super fast 2 F1 speed accepted), everyday non ballistic driving is now a much more pleasurable experience without having to resort to the upper rev band, the 16M just pulls much harder from tick over - but we will have to agree to differ. It will be interesting to hear from other owners about the low to mid range performance of the Scud compared to the 430 - after all, carrying a passenger negates the weight difference.
