Stumbled across this today which I found interesting- http://www.todaracingusa.com/F355_usa.pdf Stroker crank, new pistons, plus part #'s for heavy duty timing belts, larger cams and other cool stuff.
Who is going to show us how this engine sounds in real life, we need youtube movie and sound!!! I think my 355 is a handful with the 380 bhp I got today. But with almost 500 bhp I think I would star having trouble staying on the road ;-)
Theres quite a few details of the stroker kit for the 355 in this thread posted by Craig355, last year. http://ferrarichat.com/forum/showthread.php?t=254782&highlight=355+stroker+kit&page=2 I would love one, but need to see and hear one first. Image Unavailable, Please Login
that's quite a kit! I would be more worried about detonating the tranny with that much power. I think I will stick with a good rebuild, port and polish should I need it down the road...
If you want your heads flowed and ported drop an email to enginefixer. He did mine and did a great job. He has experience in the F355 heads
Is there much to be gained in flowing 355 heads? Not sure how many HP Ferrari would have left behind? Or is the benefit not in HP but other improvements?
I this setup has the potential to be awesome but it is very pricey. Good to see a company taking an interest in the 355 regardless. I would like to see the cam specs and I would certainly like to see a dyno sheet by an independent shop. There has to be one of these running around somewhere by now. If the smaller set of the cams they offer has similar duration as stock but just higher lift they may be compatable with the stock shortblock and ECU with minimal/no re-tuning.
I do not like that they are replacing the stock hydro lifters with solids - more maintenance and since they aren't pushing the edge of rev limits, unnecessary as the factory ones are pretty stout.
The thing that surprises me, here, is that they do not have a titanium valve option to go with the solid lifters. Yes, solid lifters require more maintanence, however, they reduce the weight of the valve train and maintain durration at high RPMs. Ti valves, solid lifters, and springs appropriate for the new valve train weight would take a 380 HP F355 engine to about 420 HP with the factory cams.
What he said. Search and check some of enginefixer's work. It's really nice. Makes you want your valve guides to go
I called recently & talked with a gentlemen about this kit! it comes in 3 stages. the first stage brings up to 435hp & 12:1compression he told me its all about the engine builder you select. Stage one needs only to retune the factory ECU stage 2 brings power up to 465hp 12:2 compression & stage 3 with 13:3 compression brings the power to 491hp. stage 3 is the complete kit you have pictured for $26-27k. He told me it's not emissions legal. All I know is I would love 491-500hp for my F355! Sorry purists!
There actually is quite a bit of flow to be gained in porting 355 heads. We've had quite a few heads on the flow bench. You have to walk on a fine line on these little NA motors to increase overall flow but not to the point to kill midrange torque. Not sure of horsepower numbers yet, but everybody I have done the work for has reported increased "seat of the pants" feel in power. That'll soon all change though, as we are currently working on my engine dyno to get it set up for 355 engines. Lots of things we'll be testing on the dyno and we'll also be doing some R&D work for another well known Ferrari shop. The next year should have some more goodies available, because this engine is far from being tapped out.
Thanks on the up date we did not know there were 3 different stages. I think 465 would be super, I don't know how long the engine would last in stage 3.
Did they have any dyno sheets to offer? Seems like they would be up on the same page asking 26k+ for this setup. Another question is, (maybe enginefxr has some insight here) any possibility of just offset grinding the stock crankshaft? Any sleeves made for a substantially larger bore or are bore centers too close?
I just reread my post stage 1 is not just recalibrating the ECU there are also engine internals included in stage 1, Stage 2 includes hydralic cams as well as more engine internals & stage 3 the cams are of another material & sorry I misplaced my notes on this DAMN!!! sorry guys. I'm thinking the price & please don't quote me as this is just an opinion of an estimate Stage 1 $10-12k, Stage 2 $15-18k???
Ok I found part of my notes Stage 1: brings it up to 3859cc 12:1 this also includes crank & pistons & retune stock ECU 435hp Stage 2: 455 -465hp includes all the above plus mid cams, plus If I'm correct includes aftermarket ECU Stage 3: 491 hp 13:3 compression solid lifer cams
The crank could be offset ground, but I wouldn't want to have it taken very far. Being a 180 degree crank, I could see it becoming a weak link if offset very much. As you can see in this pic, the bore centers are close to begin with, so not a lot of over-bore potential either. The sleeves are thin at the bottom now. I can't wait until I get the first 355 engine on the dyno for baseline testing, as I suspect a fairly large percentage of owners have engines not running up to par with what it was when it was new, due to incorrect cam timing, corroded electrical connectors, dirty injectors, etc. and don't even realize it. Image Unavailable, Please Login
Hey where are u guys in IN? I am back there quite often (family and RE holdings) and would like to stop in.
Liberty, a little town about 40 miles northwest of Cincy. It's about 20 miles south of Interstate 70, right on the Ohio state line. Let me know when you're close, you're welcome to stop by. We could even run down to Jetfixers hangar and check out the jets, if you're into aviation.
You gotta love the Japanese. A bored and stroked 355 is badass! Now the real question is, can we get this setup to work in the F119?
