So stainless steel is generally garbage? Or just the type of stainless that was used by Ferrari - if so which type was used exactly and why is that type garbage (opposed to other types of stainless)? How is weight a valid argument for your claim that the OEM exhaust is garbage in "terms of material"? All materials commonly used for exhausts have a density of roughly 8kg/dm^3. There is a moderately well known issue with how the exhaust is mounted on the 430, which is suspected to lead to TMF failures. Other than that I'm not aware of any fact-based issues with the OEM exhaust.
20 peak HP Power dips etc. etc. make me LOL. There is no one here that can tell 20HP on a 500HP car. It's all in your heads.
Just got some info from Kline and Larini. Kline manifolds (inconel) weigh 5.75kg total Larini manifolds weigh 12kg total Kline claimed 15bhp Larini claimed 15-20bhp Neither gave a dyno sheet so I still can't comment on differences in the curve. I think we all can feel when a 120lbs woman is is the passenger seat and that's a 4% weight change. A 20HP change is also 4% on a Scud. Dips are especially noticeable since it's more abrupt than if you just made a little more or less power everywhere. It sticks out a lot. And it's especially egregious when it's right in the middle of the powerband where you'll be when exiting corners.
Update: Just spoke with the US distributor for Larini and they said they've sold 7 of these manifolds and have not heard back any reports of customers unhappy due to power dips or otherwise. Very anecdotal info, I know, but it's the best we have.
I do agree. But losing the pre-cats will gain some power, even more so with a tune to the leaner side.
Ok, I'm fairly sure I'm going with Larini at this point. I know nobody voted for that but I think that's more a result of the fact that only about two people on here own it, not that it's bad. Kind of defeats the purpose of the poll when almost nobody has any experience with one of the options. I did some more reading on here and found a thread I missed before where someone who owns the Larini compared the routing to the Capristo and found it to essentially be the same. We know the Capristo is one of the best performers so the Larini seems like it offers that same performance but with inconel heat shielding built in and all for less money. I simply hesitate to buy the Kline because I've not been able to find a single dyno of it and I just don't want to take that risk when the Larini/Capristo are known good. Good news for everyone is that whatever I get, I plan to dyno manifold only first and then re-dyno with full exhaust so we'll get some new data out of whatever route I go.
larini on the scud with larini 200 cats and s line valved exhaust. Sounds awesome. I have capristo headers with cap 200 and kline muffler and that sounds awesome too. The larini headers sure are pretty Image Unavailable, Please Login
Yeah, you're one of the only two people I've seen on here that has/had the Larini. Do you have any sound clips of either of these setups? That would be really helpful. They should sound pretty similar since they're both 4-2-1 + 200 cell + X pipe.
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Coming from the hot-rodding world the Ferrari tax on (simple) exhaust components is just staggering to me
The Ferrari tax is real! Having owned everything from American muscle to European exotics, I can tell you there’s a major difference in costs—not just in the price of the car, but also in parts and servicing. Fortunately, our aftermarket parts are a fraction of the cost of OEM Ferrari parts, and they actually offer superior performance and reliability. Take the F430 headers, for example. The OEM headers are prone to failure due to the mini cat integrated into the design. We’ve seen it firsthand with customers experiencing manifold failures, and the real concern is that this can lead to significant engine damage. Our headers not only improve sound and performance but also remove the mini cat, eliminating the risk of manifold failure altogether. Think of it as not just an exhaust upgrade, but a smart preventive measure to protect your engine.
Hey @Marco91 any chance Fiammenghi (Italy based) could use your OEM Scuderia headers to measure once they’re off the car? Your post profile says Location: Italy so I thought it might be worth a shot
I'm actually a friend of Fabio, if you want I can drop him a Whatsapp with this request - not sure what's left inside my headers as they're 80.000km old lol A few days ago I've collected my Scud with the full inconel Kline Innovation exhaust and it's just UNBELIEVABLE, will make a separated thread with some pics and clips once I have all the content ready to publish.
That would be amazing! Yes! I think he really just needs to confirm where the secondary air rails need to go and a set of well used units would be just fine. 80K km is impressive. Much respect! If there’s any shipping or transport costs please let me know I’m happy to cover or buy a thank-you-meal. Best, Henry
One of the first mods I did to the Scud was change the OE manifolds to Capristo manifolds because I wanted to preserve the OE manifolds immediately. Stock cats, stock muffler. Ran this for a couple thousand of miles. There is noticeable power gains in low to mid. Less felt on high.i would say about 20 hp. It’s not life changing, but it is noticeable. Added X pipe Kline Inconel and 100 cell cats later. More power added. Really felt it. More so than the just the headers. Scud became an adequately quick car. When I first got the Scud, my impression was it could use a lil more power. After the exhaust mods, my impression is “why would anyone need any more power than this for a road going car? I could barely use all the power. A Speciale is unnecessary.” *stock ecu. No tune.
I would assume that's with the shielding since that's how they come by default. The Kline is inconel pipes with inconel shielding. The Larini is steel pipes with inconel shielding. The inconel pipes are responsible for the weight difference. I still chose the Larini manifiold anyway for a few reasons: -The weight is low and middle, so less important -6kg (13lbs) isn't enough to care -Larini is stepped, the Kline isn't -Larini is 4-2-1 which I prefer over the Kline 4-1 -Extra mass of the Larini should give a smoother, lower resonant Hz start to the exhaust tone (think hitting a thick sheet of steel with a hammer vs a thin sheet) I can confirm I hear less drone with the Larini manifold vs OEM and an it seems to have an overall smoother/richer tone while still maintaining 90-95% of the scream up top. Also I was surprised the first time I did a pull to redline after putting the Larini manifold on. I was on the limiter quite a but quicker than I'm used to, it caught me off guard. I stepped on it in 2nd and bam, a second later the RPM LEDs were already flashing at me. I'm pretty certain it pulls harder throughout most of the curve now. I of course can't compare to the Kline, but I'm quite happy with the Larini. The build quality/cosmetics of it are impeccable as well.
Kline still offers products without shielding and they used to not have any shields at all. The weight quotes on the site haven’t changed, so I would assume it is quoted naked. For whatever reason, there was a big weight difference between Tubi Inconel vs Tubi SS manifolds.
