Using the assumption that my car and Lou's have similar gearing and were done in the same gear, here is the back calculated rpm chart on both new S/C installations. As expected, Lou's falls pretty much on the previous green line of the vendor prototype before the plugs are blown out. Like the graph says - these are very approximate and just give a general idea of what is going on. To me, Lou's mixture control does look pretty good. The A/F ratios are comparable, I believe. All of the source information is openly posted. I think they both did very well and will end up very close after each is polished to final tune. Image Unavailable, Please Login
Congratulations! Now, when you bring it to TGPR, remember, I am going to want to drive it. I am going to be very curious to see the difference, now, between yours and my Euro.
Mike, I saw a big stack of little used cubby hole boxes at Rutlands 2 weeks ago. I am refering to the spot that Ferrari used to put the clock and oil temp guages in the carb cars by your left knee. Why don't you get one of those ( I am sure they won't be much) and see if you can make a boost guage fit in there. It is just mounted by a couple of screws so it is no big deal to remove and it wiil be out of the way of the rest of the stock guages but still in your line of view. If it doesn't work out, you still have your old one with no extra holes drilled in it. I put my remote CD changer control in it in my car.
Can anyone explain how the dampener comes into play in "the big picture." I mean doesn't it have to be a certain weight to do its job? Putting on a much lighter dampener would allow slightly quicker spool-up but then why didn't Ferrari do this originally? A tiny bit less weight, a bit less reciprocating weight etc. I would think there was a reason they chose a certain weight and maybe size. Is there some relationship between flywheel weight on one end and dampener weight on the other that must be maintained? Why not leave it off completely (other than what's needed to spin belts)? If there must be some "amount" of dampener then at what is point is it no longer heavy enough to function properly if you lighten it?? It just seems too simple a way to obtain some improvement that Ferrari would not have thought of it. All explanations/theories welcome! Erich
Here is info from the website: Every time the engine fires it makes the crankshaft twist as well as spin. After every twist the crank rebounds. This twist/rebound cycle is known as torsional vibration. If not dampened, torsional vibration can cause rapid bearing and crank journal wear, leading also to broken crankshafts and other problems. The harmonic balancer (which is a more modern technology than a simple hard-rubber dampener) is three pounds lighter than the stock unit. Theoretically, each 1 lbs of mass taken off the crank/eccentric shaft is equivalent to approximately a 2.7HP gain. More info here: www.nicksforzaferrari.com/forzaferrariwebsite1_030.htm
Well guys, I went to Huntsville today and saw what Mike has birthed. It is indeed a thing of beauty and when Mike cranked it up, it gave new meaning to Thunder Road. To his credit, he did have the inserts out of his exhaust, but what a powerful sound roared out of his tail pipes. If he plans on driving at night.....car alarms will be going off all up and down his street. Mike, by the way, thanks for your K&N filter. I drove home and went straight to the basement and put it in.
Here are some quick vids of the day, I've been going since I got back into town. a BMW needed a clutch and another needed a PPI, oh and an Elise stopped by for brakes and service. with that outa the way, here are the vids as promised. I took the camera for video during the Dyno runs but got so busy running the tests and working on the maps I wasn't able to get free to take any shots, oh well next time. it would have been neat though. http://www.youtube.com/watch?v=3oEKJagBLzY http://www.youtube.com/watch?v=Z6X-dn3sBGM enjoy!
Yes, I've read that before but it does not answer my questions. How much weight can you take from a dampener before it no longer performs its function? and..... if it's heavier than it needs to be how is it that the engine designers and builders (Ferrari) did not figure out after so many years that it is unnecessarily heavy?? Is there some compromise taking place when the dampener is lightened? Normally there is no such thing as a "free lunch." For example, if you lighten a flywheel too much it creates other problems. Erich
the dampner acts just as mike described, the difference from the flywheel is that it is designed to be part of the crankshaft for it's proper operation. the stock unit is heavy due to its design and construction of material, the replacement unit from Forza is designed with different materials and a completely different way of dampening harmonics, the side benefit is that it is lighter. Ferrari or any manufacturer would not provide these types of 'upgrades' due to cost. the stock unit is an elestomeric dampner the replacement is a mechanical one. same function different approach, weight is a secondary benefit. a fluid dampner would be lighter still and going even lighter would be the rattler. technology improves with time.
What is an elestomeric dampener? Mine looks like one big chunk of metal how is that different from a "mechanical" dampener? I assume a fluid dampener has fluid in it, is that correct? I didn't understand this part of what you wrote: "and going even lighter would be the rattler." Thanks, Erich
we've veered a bit from the original post, but here's a quick explanation. to see the 'rubber' on your stock balancer you'll need to take it off the engine. The most common type of balancer is similar to an OEM replacement piece, which is an elastomeric damper that employs a thin line of synthetic rubber to bond the outer damper ring to the hub. A second design, the Fluidampr, uses a free-floating ring inside a sealed case that tunes out crankshaft vibrations over a wide rpm band. Another quality design is the ATI balancer, which is a friction-type balancer. Put simply, a harmonic balancer is a hub of iron mated to a ring of iron by an energy-absorbing source such as those listed above. In theory, when the crankshaft develops a vibration, the rubber, free-floating ring, or steel balls match that vibration to the iron ring and dampen the internal parts of your engine. http://www.atiperformanceproducts.com/products/dampers/index.htm http://www.fluidampr.com/HOWITWORKS.htm http://www.tciauto.com/Products/Rattler/ bear in mind that each of these companies will say there's is better than the next one, but it should give you the information you're looking for. BTW none of the 'torsional vibration balancers' manufacturers will make a unit for the ferrari application, even though they do custom. our dampner is just under 6" 5.75" O.D. hope that helps
Thanks for the info. Scott. I have my dampener off at the moment and clearly see the line you're talking about. Never noticed it before........... Erich
Mike, Do you notice any increase or decrease in throttle response with the SC? I mean, for example, blipping the throttle from idle. You have a lot more resistance to turn which I would think would slow throttle response but on the other hand you're developing more low down grunt. Of course it's safe to assume throttle response is improved during acceleration Erich
Chris, It's possible for the weekend guy to install the supercharger. it comes down to how comfortable or confidant you are with a few things, performing a leakdown test, removing and re-routing oil lines and fittings. relocating the WUR and possibly re-fitting new fuel lines, this requires Cohline hose and the ability to re-fit the connectors a real PITA if you haven't done it before. the 308qv and 328 don't have to be redone but the 308 and mondi 8 have cohline hose feeding the distributor whereas the others have stainless braided hose. I would also check timing if it hasn't been done before. I'm always willing to do the install for when the customer wants, and it would most likely be cheaper than going to your mechanic from a hourly cost standpoint. I can also roll a service into it as well since the strip down gets you 80% there. Dyno tunning is a MUST!
Just off idle response definitely didn't decrease, and might be slightly better... basically a non-issue. If you're not putting the car under much load, it drives pretty much like it always has... but POWER is lurking just below the surface and then is there bigtime when you want it. And THAT'S for SURE!!
yes, the headunit will have to be removed to get to the cams and belts. should only add another 1hr to the job. I've used earls fittings for easy disassembly and install. the brackets are also designed in such a way that the entire head unit removes with the brackets in one piece. the belt tensioner is automatic so no adjustment is needed for re-installation.
heads up, I will also have a optional 'upgrade' for the CIS to handle 450+Hp the details will happen in the next week, suffice to say we have the benefit of the best working with us. Only the best around here for you guys!
Scott, My head is spinning with all these great inventions of yours. What's next??? Dogs and Cats getting together playing poker??!! ARGGHHH!!!!!!
