Best Mod for your 355 - Carbon Fiber Hood, Front and rear bumpers!!!!!!!!!! Image Unavailable, Please Login
Beat me to it, when possible weight lose is first place to venture before power. To the OP 95's yeild 5 more horse and have less emission control devices just some FYI. Others would recommend later years I personaly shy away from OBD2. Greg are the reinforcements aluminum?
Thank you Fernando. I must say that any shop that is willing to do their own testing of the aftermarket products they sell is nothing short of FIRST CLASS. It is nice to see that your shop is willing to go the extra mile to insure that your customers are fully informed before spending the $$$...again very nice work. It never cease's to amaze me when I look at the 355 dyno runs. For those of us like me who have been involved in racing for 40+ years you can see 2 major engine philosophy's that imerged back in the early 60's when Carol Shelby took on Enzo Ferrari...big block, low rpm, massive torque vs small block, high rpm, puny torque. The 355 reminds me of a Formula One engine dyno run....althought not as dramatic(say 800hp and only 250lbs of torque), but the similar characteristics are apparent. One of the first things I learned in race engine design 45 years ago that still holds true,"you can compensate for a lack of torque in a powerful engine by shortening gearing. But you cannot compensate for a lack of power by gearing". So where is my 9speed gearbox(hopefully with electro/hydraulic shifting)...lol It would now be very interesting for Fernando's shop to overlay the AFR's on that dyno graph......he is using a 5.2 which may be different than a 2.7, but on the 2.7 we ran the AFR's were in the low 11's.....this to me indicates there is possibly some more power to be tweaked out of the ECU, if and only if the O2 sensors and associated components were operating correctly at the time of the run. I will say again that the 2.7 and 5.2 motronic are more in favor of EPA than you getting the most hp/torque out of your $$$$$Fcar.....it gets even worse on the 5.2, it's like having the whole EPA inspection team lurking in your engine bay. Talk about "Socialism"..GHEEEZ!!! I'm including a pic of the dyno graph of an unmodified 2.7 and maybe someone smarter than me can correlate Fernando's 5.2 run and this 2.7 run....why does this 2.7 show a torque dip at 4500 and what the heck is going on at 5632...transition valve??? Good Luck Image Unavailable, Please Login
IMO -You guys are crazy spending $3900 on a CF airbox. For what? 10HP that you can't even feel. It looks good! I have said this before. The major issue with the 355 intake is on the outside of the car. If you look at the race cars they modified this area to increase the ram air effect at higher speed. Ferrari corrected this problem by moving the air duct back towards the rear of the car with the 360 and further with the 430 design.
Well Greg, this is true to keep for the most part a safe vehicle. However, there are some very significant weight loss items that can be considered but are somewhat counteracted to ensure driver safety. 1.Door assembly's...classify as boat anchors. There are a few problems however; (a)no one is making a lw replacement (b) either no side screen or a fixed plexiglass one (c) have to add weight back in for sufficient roll cage protection for side impact. 2. Lower portion of the dash...another boat anchor. Is this a structural piece?? I see it only for knee protection, but it may(???) act in some way for side to side impact. 3. Street car seats...especially the Spider ones..Big time boat anchors. GTB/GTS cars are an easy seat belt change for using CF/KEV lw seats....Spider seat change is not impossible but requires major changes for seat belts, to maintain safety. IF, you do these 3 mods it will require a professionally custom fabricated roll cage for safety. There is NO WAY that I would use the factory CH rollcage if I did these 3 mods.
Actually, the difference was instantly noticeable. Not only in power but in throttle response as well. I have my own private test tunnel near my home where I regularly do some high speed runs for poops and giggles. I typically reach 100mph before braking to exit my private test tunnel and return to public roads, but after installing the GruppeM I managed an indicated 105mph... Hardly scientific, but between that, my butt dyno, and the real dyno, I'd say it's worth it. I agree what $3500 is a lot of money for an intake, but again, $142k was way too much for a car. -R
I wonder if its more or less noticable by process of elimination, Or by dropping a less restrictive filter and routing it yourself. 1. Luggage 2. Stereo, Amps speakers 3. Carpeting 4. Tool kit 5. Spare tire if any 6. A/C when possible Weight loss probably 75-100lbs $0 cost & el-chepo seats would drop another 40lbs. Had to edit-add note my 355 post
One area that has not gotten any attention on the 355(FBB did on his 348), is a light weight flywheel. The 355 uses a Voith dual mass flywheel set-up which is rather heavy and stores alot of energy. I've seen some post which were negative on a lightened flywheel set-up..i.e. over rev-ving, and transmission problems. The questions are: (1)"if I lighten the flywheel 1KG, how will this effect acceleration"? (2) "is it possible to show how much I would have to reduce chassis mass to achieve the same acceleration numbers achieved with a a specific mass reduction of flywheel "? (3) "how does a lightened flywheel affect deceleration under braking"? (4) "does a solid light-weight flywheel cause crankshaft problems"? The Voith set-up may be great for fuel efficiecy and vibration control for a street car, but for a track/race car?????????????? I'll be waiting for you at the finish line....lol
1. Dramatic effect in acceleration..1st gear most notable from dead take-off..2nd gear is pretty good...3rd thru 6th gears just OK,but still an improvement even if not as dramatic. 2. YES!!! 1KG(depending on raduis where mass is reduced) off flywheel can have the same effect as removing anywhere from 39-160KG from chassis(remove 3KG and it gets even better 117-480KG) for 1st gear accel...the range is so broad because of the many variables involved,i.e. gearing, flywheel radius, rpms, hp/torque output,etc. Ever wondered why an F1 car clutch/flywheel is so lightweight and has a raduis of only 3-4"??? ½MV² = ½V² + ½(VGr/R)² => ½MV² = ½V² + ½V²(Gr/R)² => divide both sides by ½V² to arrive at the final equation: M = 1 + (Gr/R)² 3. Huge difference...much quicker decel. for LW vs heavy flywheel. 4. None that I've ever seen with a flat plane crank. ALL OF THIS, can also be applied to any rotating mass....especially the wheels and brake rotors(wonder why F1 uses small diameter wheels and large radius lw tires??)....your new forged aluminum mega wide 19" wheels with those big fat 295-315 tires may look great but it hurts your accel/decel BIG TIME.
I need to clarify something.. If you have a 7liter 5500rpm 500 ft/lb torque engine DO NOT waste your time and money on a lw flywheel... On a 3.5liter 8700rpm 220+ft/lb torque engine???????????? Hmmmm.......bring it on. Those F1 engines..say 2.8liter 19K rpm with a little over 200ft/lb torque!!!!!!!!!....no wonder that whole assembly you can fit into the palm of your hand....wonder if they make one that will fit a 355???? Now if I can just get rid of another 800lbs off that over weight chassis I'll be good to go....lol The heavier the flywheel/clutch the more energy that is stored into this assembly...this takes away energy that could put into moving the car forward. So put those big old fat bling bling tires on so you can rob some more energy from accel.
I agree with everything you mention, having said that, doesn't bigger wheel increase top speed though it may hurt acceleration? Kinda cheating momentum if I am understanding the physics of it.
It will indeed increase top speed if the engine has enough torque . I don't know how much material can be removed from the flywheel, as sometimes they make them a tad heavier to keep a good constant idle speed with high compression motors, its one of the reasons the factory set the 355 idle at brisk 1000 rpm. On some cars the flywheel also acts as a vibration damper of sorts. So if too much of the rotating mass is removed, the combustion pulses/vibrations may become more apparent to the crank sensor/trigger and depending on the sensor, ECU processor speed and resolution, it may affect idle for the worse.
