Turbocharging my F355 - Or how to remove any market value from your F355 remaining.

Tonight, is turd polishing night!

Passenger seat (which was before I started worse than the drivers seat). Working on cleaning up the seats and all the other stuff that has been neglected for far too long. I still might sell the seats, but I am feeling much better about them after detailing the passenger side. Image Unavailable, Please Login

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I was looking at some seats primarily for the roughly 25 lbs per seat of weight savings and the fact that I want a seat which can recline further than the stock seat. I had my eye on some Corbeau A4 seats, Sparco R100, and the R600 which were pretty nice. I will check out subesport.

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In what regard, staying in the seat while inverted? I really liked my Mazdaspeed type F for inverted operations. The roll bar provided disappointing traction and terrible understeer.

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Pretty ugly in there Image Unavailable, Please Login at the moment, but working on the fitment of the new radiators. They are chunky.

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Disassembly and inspection of the lifters. One of the lifters was a real PITA to disassemble, I almost gave up on it.

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They are pretty easy to clean once apart. No real excitement inside, they all looked decent.

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They are universal (in that they have no holes for fittings cut yet) radiators, just end tanks and no fittings in place. $169 each.

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Thanks. Given that it is NLA, if it splits I will replace with stainless steel or something equally durable and just use couplers. I put it back in place for now.

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So I have decided to put the ECU in the center console. This should help protect it from any damage and still be easy enough to gain access to once I make a cover for the rear of the center console.


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So now to decide whether or not to cut the headers in order to put the turbo closer to the engine.

I welcome any opinions on the locations I have considered, as well as any alternative locations.

Location 1 (cut the headers)
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Location 2 (longer tubes)
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I am either going to use the lower pipes as the wastegate mounting point, or I will cut the headers and then weld a flange to the mount the wastegate onto the headers.

I think that I could go either way at this point... I think that the option that mounts closer to the engine is the one I like most aesthetically, but the one father away from the engine is more practical in some ways.

It's a toss up at this point.

 

Cooling should not be radically different for either location, I will be using a fair amount of heat shielding and expect that I can manage the temperatures fairly well in both of those locations. I plan to use the ducting from what previously was ram air to increase airflow to that region of the car for the purposes of keeping underhood temperatures in check.

One priority is to keep heat away from the CV boots, of all the things in that area, the CV boots, engine, and transmission mounts are the most likely to take damage from the heat. I think I have most of the shielding with regard to the headers to the turbo itself well managed. Past that, I am unsure, but I am expecting temperatures to drop a bit post turbine, and furthermore post muffler. The muffler is going to be very close to the turbine exit, which will pose a bit of a heat management challenge, but is doable. The muffler is a very small 3.5" inlet with dual 2.5" outlets.

 

Looks Ghetto right now, but this is the basic idea of what I am planning on with regard to the turbo outlet.


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So, in talking to Socal1/Tim and Friends (Carl, Goth, Vincent, Henry, and I am forgetting the name, but could describe the last usual suspect down to his Scuderia hat) we were talking about fuel pumps. Which I assumed that I was going to replace with the Aeromotive Stealth 340 in tank unit. I have since changed my mind.

The factory unit is weak:

Ferrari F355 5.2 fuel pump #140317
Bosch 0 580 254 011. 128 L/Hr

However, I looks like the Bosch 044 (300 L/Hr) should be a simple bolt in. I am also considering going back to a multiple pump setup, which would have the benefit of not taxing the pumps and the capability to flow well in excess of what I require. I don't think that it would be difficult to convert the existing tank to a twin pump configuration.

It's important to note that the Bosch 044 out flows the Aeromotive Stealth from 50 psi and above.

Anyway, that's all for now.

One question for the collective. Where the F do I find Argon and CO2 without having to drive an hour or more from San Clemente?

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