360 CS MAF on standard 360?

If the the tune is set up for them yes I would use them. Using them on mine with the AV tune and working great

 

You will also need a different air filter cover with the larger diameter tubes. See Phil@R-Tuned for CS air filter covers

 

No, you can use the existing flex connectors. Have the same setup on mine, also tuned by Mase.

 

Definitely a good set up you will love it with the right tune

 

I'm using them on mine
Image Unavailable, Please Login

 

Yes, there is a difference in performance but when Mase did the tune, he changed it maps to modified CS maps based my specs. So, I can't really say what "one" mod did, it's more of a series of mods.
...and yes, I have the clone CS airbox lids as well since the actual CS lids are unobtainium... View attachment 3256535 Image Unavailable, Please Login

 

What rear window covers

 

Do mean the large side panels or the small extension ones by the muffler? If you are looking for the small ones, OEM panels are NLA. Someone does make them in carbon but not in full height on the passenger side/F1 side

 

I put them on mine. Dyno results below and mods are in the video description.

 

The vents on either side of the glass in CS style are available from several aftermarket companies to fit the OEM glass lid. If you are looking for true CS vents, I may be mistaken, but I believe that those only fit an actual CS lid. Just checked my MAF's....can't help you there as it looks like I bought BNIB Ferrari units for $215 each.

 

Here's a pic from the box. Numbers are on the bottom side of the MAF I believe. However, I think those might be just assembly numbers rather than the actual Bosch P/N. If I get a chance tomorrow, I'll see if I can get a pic from the underside but right now, it's not pretty damn cold. We're experiencing a pretty harsh cold front down here in Texas....37 deg with a windchill of 32. Garage is in the 40's right now so we are bundled up around the fireplace. I mean, seriously for Christmas it was in the 80's....

 

See, it's so cold here I forgot the pic....
Image Unavailable, Please Login

 

Just to give you some perspective here on what's going on and why larger afms might be useful (or not) to your particular case let's discuss further. It really all depends on your state of tune and ambition.

Venture into the higher RPM end of the engine and at higher engine loads (specifically torque from throttle pedal requests) the stock 360 power output tails off considerably.

You can see this on official Dyno pulls, its because for the given amount of metered air the restrictions to airflow starts to become one of the restrictions to flow. This is actually not too far from the limiter, actually it's about the last 1000rpm which is impacted. What this means is there is little point chasing the highest rpms or the limiter on a stock car with stock exhaust, cats and factory calibrations. The airflow is already restricted in multiple areas, the exhaust flow is also restricted too, hence tail off in power which you can see, measure and feel when driving close to the limit.

I imagine at the time of production it was perceived that it wasn't worth the extra costs of larger afms chasing the last few hp gain, especially considering most cars where spec'd with a stock backbox.

All of this ofcourse was eventually optimized by the time of the launch of the Challenge Stradale (stock backbox had a bypass of almost entire backbox when open!) So back pressure was no longer a huge problem. Now engineers could also part share the larger afms with the upcoming F430 (due to be released) and hence have a benefit without any additional cost (except for the remapping of airflow calibration tables) within the ECU which map given airflow better at the higher RPM.

So really you need a free flowing backbox, ideally sports cats too before afms need to be looked at as the next restriction. At this point it makes sense to upgrade afms because now exhaust (getting burned gases out is no longer the restriction), now it's getting more airflow in... The VE volumetric efficiency can be thus improved in collaboration with some recalibration of tables used by ECU as now we have plenty of air flow available which we can use to make higher power at higher rpms and we have ability to get those spent gases out too!

Hope this makes sense..

Sent from my CPH2145 using Tapatalk

 

Just to put all this into perspective the difference in size of the meters.. what does it actually equate to? Well the 360 Modena Air Flow Meters can read up to ~900 kg/h of airflow whereas the larger diameter of the Challenge Stradale variant can read up to ~1200 kg/h...

That's ~25% more airflow at peak voltage...

360 Modena Challenge Stradale/F430 430 Scuderia
0.0 V : ...-47 kg/h 0.0 V : ...-57 kg/h 0.0 V : ...-100 kg/h
1.0 V : .....0 kg/h 1.0 V : .....0 kg/h 1.0 V : ......0 kg/h
2.0 V : ....49 kg/h 2.0 V : ....58 kg/h 2.0 V : .....92 kg/h
3.0 V : ...156 kg/h 3.0 V : ...193 kg/h 3.0 V : ....295 kg/h
4.0 V : ...395 kg/h 4.0 V : ...514 kg/h 4.0 V : ....811 kg/h
5.0 V : ...924 kg/h 5.0 V : ..1207 kg/h 5.0 V : ...1532 kg/h

The CS AFM's are 25% larger in airflow potential than the Stock Modena ones and the 430 Scuderia ones are +20% larger than the stock F430 but it has Ion Sensing and produces as much as 550hp...

 

Did Ferrari do anything special on the Challenge car ecu since they use the same Air Flow Meter as the Modena?