The a/f reading is actually the inverse of your interpretation. It is leaner ~14.7:1 at low rpm and fattens up to ~12:1 up top to protect against detonation.
Yes correct. this was what I was after initially so they backed it out and started over. We now have some real data points to reference. The headers did cause the car to run richer.
The tune was off the shelf but apparently did not take into consideration the changes I made. I discussed this with IAP and they went back to the software company, provided some additional data and they made some changes until it was optimized. I did not reset the ECU, that wouldn't have done much. I was told that the car will make more power over time as the ECU will adjust. In my experience if you make changes there should be a sw adjustment to take full advantage and that certainly was the case here as well.
That's a great data point if I'm interpreting correctly. Just adding headers drastically alters the a/f curve with no tuning (actually leaner low rpm similar to tuning that was done later) The stock fuel curve was around 11's through the whole rpm range
so if you do a cat back exhaust oem ecu program is fine? what if u do just sport cats and keep the oem cat back? or is it just the headers being replaced that requires the upgraded ecu maps? and is there a difference in ecu programs across capristo and others?
ECU remap will add some power by itself, you also get some incremental gains with the bolt ons. My understanding headers or sport cats could make the car run richer.
The headers arrived from Top Speed and I was able to snap some pictures for everyone's enjoyment. At first glance and feel they seem to be well made. I checked for any signs of poor manufacturing or welds...I did not find a single one. All welds seem to be made by hand and ports are polished. I'm be wrapping the pipes in Titanium heat wrap all the way down to the collectors and installing them. This will address most of the engine bay heat. TS also included manifold gaskets and collectors bolts as a bonus. An unexpected surprise. Josh was a pleasure to work with and answered all questions. No affiliation, just a happy customer. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
I'd probably use the OEM gasket and hardware. It would be difficult to extract every stud to replace with bolts. Also, the oem material may be better quality and less likely to seize or cause issues. Agency Power sends copper locking nuts to work with the OEM studs
I was leaning toward reusing the OE gaskets if in good shape. I'm ordering copper nuts from Ricambi. No more than ~$15 for them. Is it a good idea to replace the studs also or just pick up a few JIC?
http://www.ferrarichat.com/forum/360-430-sponsored-yellow-compass-group/324850-capristo-headers-only-3.html Here's some Capristo header Dyno info.
I have Capristo headers on my Scud with stock cats and stock miffler. This would be a good time for dyno testing to see what the Capristo header does individually. Never did a dyno with stock headers, but I don't think it matters at this point. Like I said, if there's a shop in Socal willing to offer free dyno time/analysis I am more than happy to contribute so we can get some data points.
Those numbers dont make any sense at an level or at least I cant understand it, it is extrapolating to the crank which is impossible. They are guessing that it makes about 23HP more (I think) to the crank. Furthermore I would be surprised if his car made more power than a scud. Unless they were run back to back and he was there I would take that with a grain of salt. Unless someone can make sense of those graphs they are essentially meaningless.
Don't give your headers away too quickly, keep in mind this is a completely different dyno so you aren't getting apples to apples. We used a load bearing dyno which is much more accurate and provides results to the wheels - no guessing as to what it would be to the crank. Applying a factor is BS. You cannot compare dyno charts from different dynos, they measure differently. They are not consistent from model to model. Here is a good read if you have a few minutes. Dynamometer Results - Fact or Fiction?
Ken, I wouldn't bother unless you wanted a baseline before you made other changes. It is likely however that your car is running rich which a tune could help with and then of course you would make the dyno runs.
I can give you or anyone else reading some butt dyno data points if it helps. My Scud came with stock header, stock cats, stock muffler and after having drove around with that setup for 1000-2000 miles, I felt I needed a bit more. So I decided I wanted to preserve my $17,000 OEM Scud headers and go with something with a bit more ummphh. I chose Capristo mainly because of the 4-2-1 design and better than 304 stainless steel material most other headers are made of. It also came with a nice blanket. After installation (with no ecu reset) I noticed immediately improved low to mid range power along with more noticeable volume. I had initially planned for 200 cell cats and an after-market muffler. With the new power increase and response I've contemplated just keeping my setup as is. If I truely didn't notice improvements, this wouldn't be the case. I did an ecu reset and noticed slight improvements over no ecu reset. Nothing drastic. Could just be placebo. However, I got a chance to drive a buddy's F430 with AP headers (4-1), stock cats, and a Kreissieg muffler (x-pipe). His car felt noticeably more responsive and torquer than my car on the low end. I was actually very surprised. He didn't even do the ecu reset yet. However, Scud still packs a bit more punch mid range to high range, but I am not sure if that has to do with engine power or the fact Scud is lighter. But because it was very responsive on the low end, it made me question the efficiency of the stock muffler. I am thinking it is quite restrictive. I am not sure. I will know right away if I do install an after-market muffler. It is either the stock muffler is very restrictive or an x-pipe exhaust just simply packs more punch. There are reports of AP headers being louder than IPE or Fabspeed, so I think someone should double-check if they are indeed exactly the same design, diameter, etc... So in the end, I am deciding to go with 200 cell cats and some type of X-pipe design exhaust in the near future. What a dyno run on my car will do is at least reveal if there is low-end/mid range dip or not with just the Capristo headers installed. Then if someone else with a bone stock Scud wants to do a dyno run right after, that would be another good data point to have. Most of these parts take time to install and to get any type of meaningful dyno comparison with two cars running this or that part only, dynoing back to back, and trying whatever else to get the Ferrari stars to align is a long shot imho.
Yes agreed, back to back with a stock scud would certainly be ideal. Heck, even back to back with a 430 would be telling. Dont put too much in comparing results from different dynos though. For example, the dip that was shown on my initial run may not have shown up on the Dynastar dyno. Also, I am sure you are making more power with the headers but I bet there is more there if tuned and optimized. In regards to the cats, that thing may be unbearable. I have the S-Line exhaust, stock cats and fabspeed headers and it is pretty aggressive.
Cameron, I spend 1/2 my time in Park City and have a 360 Spider on which I installed Fabspeed headers and exhaust keeping the OEM headers. I couldn't be happier. The owner of Fabspeed is a good friend and he also has a place in PC and will be out for the holidays. If you want to hear my car I'd be more than happy to let you check it out. I could also arrange to have you meet Joe sometime next week if you're interested. PM me if you haven't done anything yet. I'm in Glenwild. Tim
