CS performance upgrades on a 360 Modena

Interesting upgrade I saw recently to the stock 360 airboxes... It yields same performance as CS airboxes and allows fitment if F430/CS/599 airflow meters on stock looking Modena airboxes. This was done by an incredibly talented metal fabricator, Rex Kelway.

.. If you then used my Swiss Army Knife tool and my modified full CS firmware you should gain a huge improvement in performance. Add a sports exhaust and you basically get CS performance out of a Modena engine. It's like doing a CS TCU upgrade for the F1...

I am trying to see if I can get him interested to make a few conversions of the stock airboxes as what a fantastically stock looking upgrade!! Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login

 

I did mention it on my big project thread about my car but in summary, Ferrari used slightly undersized Air flow meters on the 360 because of part sharing reasons and to help with costs. By the time the F430 came out the F599 needed larger flow meters so they where shared with the F430 and because they where then available during production of the CS they also got used on the Stradale too...

The main issue is they become a restriction to air flow at higher revs (as does the stock exhaust system). This is why power tails off early on the stock 360 despite having a few hundred rpm left to go before the limiter.

By reducing back pressure through a sports exhaust and replacing the air flow meter restrictions Ferrari where able to improve peak power. This however needs a tweak to the ignition ECU maps for airflow volume flow characteristics. The ECU needs to know that more air is indeed available to improve Power. However since the stock ECU maps don't inject enough fuel you also need to ideally combine this with full Challenge Stradale ECU firmware, not just a few of the maps which is what most tuners have ripped and merged using WinOLS. The difference between full factory CS ECU firmware Vs partial maps is night and day...

Even the injector scaling factor (called KRKTE in Bosch Speak ) is different which scales all of the fueling so I believe many tuners are likely to be running lean if they don't add a bit more fuel into the maps and swapping some of them into a Modena firmware. You really need the full firmware to get full benefits... You can actually back port stock Modena air flow meters into Stradale firmware too but it's a bit of a waste of the potential if I'm honest...

Hence the reason why I'm impressed with the metal work done here. It allows the improved air flow meters to be installed using modified stock Modena lids without having to buy expensive carbon cs lids..

It means with my Swiss army knife CS modified firmware, these Lids with larger AFM's and a sports exhaust you get CS performance from your Modena engine!

 

See this article from nearly 20 years ago on the subject which started all the curiousity..
http://www.autospeed.com/cms/article.html?&A=0652

And here is a useful article to make some decisions for yourself...
http://www.gmtips.com/3rd-degree/dox/tips/maf/maf-screen.htm

The summary is below 4,000 rpm it makes no difference to performance but can make the ecu linearization inaccurate at best causing problems with mixture. Not really sure its worth going there...

 

I believe the culprit on the face of it looks like poor timing. I insist on accurate timing (matched on both banks).

..Also bear in mind that too few km/miles on odometer can also impact peak power. You need 20k+ miles before engine starts to reach its potential but this curve just feels like incorrectly setup and calibrated timing (after say fitment of new belts).

The initial ones to focus on are;
1. Timing. This is one of the big ones. So many are not done with enough skill and care and as such engine will be way down on potential power. Also wrt left and right banks and the differential between them.

2. Airflow restrictions, e.g. partially blocked airflow from either clogged filters or dirty AFM. Also Larger CS/F430 ones are a good way to go for removing restrictions that high rpm yielded on regular 360 but you'll need Swiss army knife to swap the linearization tables inside your ignition ECUs.

3. Outlet restrictions, e.g. factory cats failing/blocking, OEM factory exhaust.



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1. Firstly timing may be 'in spec' but there are still quite wide tolerances that are deemed 'acceptable'. Get it perfect +/- 1 degree and exactly same between Left and Right banks. Insist on a printout or screenshot.
2. I'm sure there are dyno results around. There is quite a pronounced drop on your graph at 5,000rpm for nearly 500 rpm which needs understanding. What's happening there and why?

Having you checked correct operation of pneumatic manifold switchover?

Looking at your graphs it looks like switchover points above 5k seem to be having issues. This suggests possible issues with pneumatic actuation system. I would suggest to check all the pipework for any excessive bends, kinks, blockages or tears. Also perhaps a leak in the system. The Ignition ecu controls the solenoid valves (as above). I would check the lines going to the vacuum tank too as part of this investigation. Through a lever system the actuation controls and adjusts for the two intake manifold capacities.

Inside the Bosch Ignition ECUs there are a couple of main maps responsible for the actuation characteristics, these are KFSU and KFSU2. You can pull out the details of these maps (and adjust them!) using Swiss Army Knife.

KFSU
Switchover Map 1 on stock mapping occurs at 45%+ throttle and 2,600rpm and is fully switched over by 2,680rpm and 56% throttle, it then closes at 3,960rpm and fully closed by 4,080rpm. The next opening point is 5,040rpm and its fully opened by 5,080rpm (@ 60% throttle).

KFSU2
Switchover Map 2 on stock mapping occurs at 40%+ throttle and 5,320rpm, its fully open at 5,520rpm and 50% throttle and stays open all the way to the rev limiter.

E.g.
Where rom.ori is the full path to the firmware you want to investigate...
me7romtool.exe -romfile rom.ori -KFSU
(for map 1) and ;
me7romtool.exe -romfile rom.ori -KFSU2
(for map 2)

For your root cause analysis I will introduce for you the ability to do exhaustive logging very soon. Ideal for this kind of thing!

 

Here's exactly what stock KFSU2 looks like ... X-Axis is RPM, Y-Axis is % Throttle Pedal

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I've been working on this. I can log upto 500 parameters per second directly out of the ECU and I have written a tool to extract the locations of thousands of parameters the ecu's manage.

Here's what I can discover, enumerate and log;

// EXTERNAL MEM 0x38xxxx range: Num of entries = 2903
That's 2,903 realtime parameters !! (far too many to list here)
// INTERNAL RAM 0xExxx-0xFxxx range: Num of entries = 274
And 274 internal ram parameters...

Here's some of the basics as an example's

nmot (Rpm)
gangi (Gear)
wdkba_w (ThrottlePlateAngle)
dpus_w (BaroPressure)
mshfm_w (MassAirFlow)
tans_um (IntakeAirTemperature)
zwout (IgnitionAngle)
dwkrz_0_A to dwkrz_7_A {IgnitionRetardCyl}
rkrn_w_0__A {KnockVoltage}
vfil_w (Speed)
fr_w {LambdaControl}
lamsbg_w (AirFuelRatioDesired)
ti_b1 (InjectionTime)
tabgm {EGTModelBeforeCat}
usvk {O2SVoltageSensor}
rl_w (EngineLoad)
fzabgs_w (CountMisfireTotal)

These and many more can be realtime logged and I'm working on a solution to view directly on a phone app or more usefully tablet screen the exact ones you wish to see, either directly as values or graphed. Along with the ability to relocate fixed (flashed) maps to ram and realtime edit them on the fly before reflashing. great for dyno mapping...