360 Challenge/Stradale Manual build thread

You can always weld a small pipe after the rear 02 sniffer in the exhaust system for total lose with good vacuum. Some light aircraft use this system. Some power gains are made if the engine can run in a vacuum or at least part of.

 

Fit the later disareator (which all CS had) and don't overfill the oil - no need for any other measures.

 

FYI good dry sump systems generate crankcase vaccum anyway. Not sure how the 360 runs though.

 

That looks good. Neat separator. The Scuderia version was changed again - I assume to take into account increased blow-by from the high compression engine and increased time at high RPM on track. There is an ECU controlled valve on that system to limit breathing from the cam covers so it may not be a straight-forward integration exercise.

The 355 separator is a really nice find.

 

Sadly not - yet. It's on a list of many things I've yet to add

 

So is it the real world scenarios of bumpy roads and the potential to overfill the thing is what creates this excess oil?

 

I know the diagrams like the back of my hand... L & R cam covers to the top of the disareator via a passive one way valve. For the valve we are talking about - the small electric solenoid valve - I've assumed it is opened to allow a more direct vent for the cam cover vapours when the engine is at high RPM and thus the breather system is subject to more load.

FYI on US cars the bore of the hoses from disareator to TBs was changed.

 

This is the approach I have ran on my engine for years and years and many miles. Its been bullet proof and never had a problem again. It also is the equivalent of an EGR delete so you do have some other consequences too...

1. Dramatically lowered engine bay temps.
2. Cooler Air Intake Temps (engine not breathing in its own hot air).
3. Improved mid-range torque (I think this little mod yields about 30ft pounds more power, even more if you take into account the less heat soak!)

Its not all sunshine and butterflies however....
1. It takes much (much!) longer for the engine to get up to correct operating temps. So you need to drive for quite a few miles with cold oil. It takes much much longer to warm up. I therefore think if I had more time I'd use an electrically controlled solenoid valve which operates to reduce the amount of recycling going on after the engine bay temps get above a given temperature threshold.
2. Its (a little bit) worse for the environment apparently, although no more than actually using the available power you have at your disposal...
3. Your interfering with emissions (SMOG) kit so may not be legal in some countries (thinking in particular about USA here).

 

Re the Scud way of operating. Didn't know it did that, that's exactly the way I would do it...!

I looked at this a lot when it happened to me and I noticed that it was a design issue (fixed on the later cars with the FLAT disarator on the top shape, not wine bottle shaped). Trouble is that version of the disarator is hideously expensive for what it is and is quite rare.

The problem of oil being sucked into the air intakes is actually one of design, its actually caused by VACUUM pressure and no air gap, and usually happens when the oil temps are high and the Shell Helix Ultra's tendancy to foam combined with being slightly over full. At low rpm (like when waiting in traffic queues on hot summer days) conspire to cause the oil to get into the thin pipes and be then sucked under vacuum into the top of the engine intakes... A bit like sucking petrol out of a tank through a thin tube using gravity...

 

Forgot to mention the engine runs AT ALL times a lot cooler so I'm certain this helps increase its lifespan... (except at cold startup!)

 

Nice idea. That's something I should look into doing too!

We really need to meet up soon before your project progresses further, when I think about the journey I took in building my car I haven't written up half the stuff I did to get it where it is today yet all these little improvements combine together to make it a much better overall car!

Only when these subjects come up do I begin to remember! lol!

 

PS I've got about 3 variants of the disarator in my parts garage, one from the Scud too if you want to take a look at them...

Never opened them up but they are all different...

 

Pic...
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On the intakes, I've mentioned it before but some of the remapped 360 Challenge cars ran with a slightly taller intake, they basically added 1 or 2cm to the intake tract lengths by means of a raiser between the gaskets and gained quite a healthy increase in power. Need to go back to my notes about how much this was worth but it was considerable...

 

PS.. Also forgot to mention that the 360 TB''s become the next bottleneck after you upgrade to the CS/430/599 larger AFM's (plus appropriate mapping), the F430 ones can be fitted which are larger.

After that you need to go with a custom intake cover (red top) as the diameter gets too small... Furthermore Michelloto apparently changed the shape of the air intake box so it went up on an angle for the second intake (you could do this easily with some kind of restriction so the flow was channelled upwards. After analysis they also noted that there was air starvation toward the back cylinders (this is all going from memory of a conversation I had years ago with a race engineer so I may have got a bit of this fuzzy in my head) so they put some sort of endcap resonators on too [not shown here] (replicated on the 599 GTO I believe) to help with airflow. Ofcourse their airbox was cf too.... hideously rare and $$$...
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