Also had my passenger side dashboard airbag cover done with some personal touches Airbag itself junked to save another 4kg's by itself. Image Unavailable, Please Login Image Unavailable, Please Login
I Did that. Also tried to trick my throtles but the euc never could manage the extra air. My car is 99 so I can't use bigger MAFs because it gave me a idle problem. I end up with a full free flow exhaust combined with a Gruppe M airbox which have a second air inlet like the 430, get rid of the flexible hoses and the mesh on the MAFs, my intake plumbing increase 4mm, my shop did some machining on The intake manifold trumpets and the butleflys, they increase the runways lenght of the manifold and finally the euc's got heavily tuned by Eurotek. Now the car runs like a beast and it revs up to 9.5k.
David, When you say your factory Bosche ME7.3 ignition ecu's (After resetting the battery) couldn't handle 'it' did you get a sort of 'hunting' of the engine, where the revs would raise and lower but the car wouldn't 'idle' smoothly? ... If so I've seen this when I first moved over to the larger CS/F430/599 afm's when running on stock 360 mapping. It actually corrected itself after letting it idling, warming it up and rev'ing it, noticed it would idle unevenly again until I got to max revs, after around 30 mins it learned the new characteristics and could idle again smoothly. Did you try that? Also who did you get to CNC machine these 8 spacers and do you still have a source for them before I got and get them done! Sounds like you've got a good setup now. Are you running upgraded manifolds too?
Hi Trev, When I had the modified throttles (they were bored 2mm, very nice) and the larger MAFs the problem only shows up when I was reving the car up to 5k rpm. Even tuning the euc's the problem persits. I got I stock units and problem solved, after I reset the system with the sd2. With the larger MAFs from a 430 the car was running strong strong but the idle was killing. Now that share you experience I never ran the car enough to let the euc's to adapt to it. I will try it again!! Thanks for that!! My exhaust has agency power headers, agency power 100 cells high flow cats and twin sound capristo exhaust system.
Yes, they need time to retrain themselves. After fitting you must reset the battery. It will idle very uneven at first but once it learns it idles smooth. you then rev higher in the range and it goes uneven again, once it idles smooth again go further into the rev range and let it learn again. Do this at 1k rpm's per learn until your at max revs then its all good! With the afm's and ecu on CS maps I gained over 30ft. pounds of extra torque! The bigger afms really work well at high rpm where you see on the dyno maps that the power keeps going for at least 500-650rpm higher than with stock 360 afm's when the power gets strangled.
DAMN!!! I have a lot of catching up to do. Trev, what headers are you running? with high flow cats or test pipes ? Make enough spacers for me ...
Thanks Jon.. Well its getting more interesting this week as I start to get some _very_ serious weight reduction parts... How about those promised GT3 racing all cf doors. Just got back from collecting them. I'll take some better pictures tommorrow! These cf doors I have are very very light weight. I'm not sure exactly of their origin but mine where originally fitted to either a 360GT3 or 430GT3 race car (Anyone got any pics?) which competed in the British GT3 racing series as well as the Rolex Daytona Drivers championship. (As you can see from the Decals!). After looking at them (and lifting them up!) I believe these awesome super light doors are a mixture of carbon/carbon kevlar and glass mat, no metal anywhere. They are super light and a perfect fit. They include both the inner and outer skins as well as interior door panels and they weigh in (complete door with inner cf door card) at 10lbs each (About 4.5kgs each! nice ! ). due to their size you can comfortably lift each door up with an index finger so they are ridiculously light! I'm not sure how much the standard 360/430/Challenge metal doors weight (does ANYONE reading have any idea? I'd love to know as I haven't fitted mine yet as they need prepping and painting first) but having lifted one in the past I remember them being considerably heavier. Perhaps 4 times or even more so they represent big weight savings. Here's a quick couple of pics but none yet in the light. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Here's a dash airbag cover picture with my custom design fitted lol The Alpinestar sticker will be dropped, just having some fun Image Unavailable, Please Login
Do you have total weight savings numbers at this point? Either savings or total vehicle weight. How about current hp and torque? Fascinating how much Ferrari left on the table with the 360.
hey Trev ... just found this for you, gives some history on your doors http://www.flickr.com/photos/29663856@N03/3867137574/ Image Unavailable, Please Login
Could give an amazing result, sound-wise (thinking of a Carrera GT I once heard in a tunnel in Monaco). Though it'll make the shifting much more difficult, not sure one can really play with the flywheel on a manual revving at 9500 rpm...
I'm new to F-chat and have been devouring this thread. What a brilliant project, and so inspiring that I want to research a project of my own as a result! Although I haven't read everything yet, I have seen a few questions posted along the way regarding doing the reverse, i.e. converting a 360 CS to manual rather than uprating a Modena to a CS, but I haven't yet seen any wisdom shared on this topic. Can anyone comment, maybe 360trev himself..? Surely this would be significantly simpler and more cost-effective? I imagine you'd need a Modena gearbox, linkages, centre console, pedal box and clutch piping?
Yes and yes. Easier and cheaper. I've quoted this (in this actual thread earlier) that it is indeed possible to convert a CS flappy paddle to 6spd spec but there are a few things you'd need to consider/fabricate differently such as the central tunnel/console which would have to be custom made to take the gearstick. You don't even need to replace the gearbox either as both car variants use the same manual gearbox, just plummed in differently, so all the hydraulics would be replaced by cables. The 360 f1 uses a hydraulic actuated 'robotized' add-ons (AMT - automated MANUAL transmission) to the standard manual gearbox. You can replace all of the hydraulic bits but you'd definately need a manual gearbox car as a breaker or it wouldn't be economically viable.
Brilliant, thank you for that! I guessed as much. I will start my research further then and maybe have a discussion with my local Ferrari workshop... Amazing thread, please keep it up! Fascinated by the optimisations and improvements that can be had from the 360 motor for relatively little effort as well. Did you ever make any progress on sourcing swirl-optimised throttle bodies for the rest of us at large..?
Hey Trev! Tried to PM you back but your box is full. New development on the batteries, suppliers' costs have dropped dramatically. I can now get batteries at $550usd! Just thought I'd share the news and see if you are still interested, hope all is well with you and your beautiful light stallion! Nate
Just a little update. Recently switched from Hyperflow's to Kinetix which has resulted in significantly reduced volume yet not really any perception of difference in performance. Fitting Fabspeed headers soon (just need to get them ceramic coated first before fitting). They look absolutely superb and are very well made. Definately fitting one of Nate's superlight batteries soon as I've been able to work out what the specs i need are from measuring drain on battery. More updates soon.
