Problem with performance with iPE full exhaust

Have you had a tune to take into account the changes?

Ultimately however you are right: the X-Pipe will not flow as well at such a wide RPM range as two full size tubes.

 

Here is my graph for comparison - I have other modifications so ignore the figures, but crucially the catless manifolds with the stock tune aren't optimal.

My car has Capristo manifolds, 200 cell cats, and a silenced X-pipe. The valves are in place and operational.

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These are the best numbers I've seen. Mark, how much lost do you think you have to the wheels on the 563hp?

 

I'm thinking 13% lost and SAE correction would probably put you around .....465 ish??

OP, are you running a valve with the IPE system?

 

A chassis dyno can only read wheel hp. Unless it has some guesstimate fudge factor built in which would be rubbish.

To the op, I believe it's the headers. Most people who have installed aftermarket headers have noticed this (considerable) torque drop in the mid range. Most aftermarket headers have bigger primary tubes than stock and are 4-1 design. I believe this plays havoc with the tune around where the variators are kicking in. I believe when Ferrari designed there 4-2-1 header they got it right including the tube sizes. Build quality is a different story. The challenge cars and scuds have the same manifolds but without the pre cats. (which I fitted) Bigger headers can give you a bump in top end hp but at the expense of mid range torque. I know what I would rather have.

 

Are you saying that the 563hp is a wheel hp number??? I don't think Mark is boosted

 

I may be a little off base here, but I seem to recall others posting in the past that after market header installs warranted dyno analysis and an ECU flash to compensate for the modified exhaust flows? I saved a link to one of the firms in Florida that offers this service since I've been meaning to replace the stock headers for some time, but unable to decide which aftermarket exhaust I think I'd like.

I'm particularly interested in the IPE system being a fan of an "F1 sound" as well. Any additional input you can offer re: IPE would be very welcome (e.g. installation issues, quality, etc.). I've read a few too many posts from others unhappy the volume being much louder than they anticipated with some of the other more popular choices in the U.S.

 

The Florida firm is Mase Engineering. I had mine done there.

 

I think 563 is a touch optimistic: ~540 would be more realistic and in line with the modifications. Unfortunately I don't have a before graph as the car required a tune to run following the changes I'd made.

It's certainly very lively from 3.5k upwards!

 

Thanks for the sound byte - that sounds fantastic! Very much to my liking. I am definitely looking forward to learn what you discover with the x-pipe and stock muffler.

 

I have no idea of his mods but if you take your car to a dyno you get wheel hp figures only. Anyone who claims different is feeding you mumbo jumbo.

 

Your "diagram" (dyno print out) Shows 350odd wheel hp. Chassis dynos can not read engine hp.

 

Another interesting note is all the muscle cars I have had dynoed we keep revving them till the power level peaks or plateaus. No point going any further as the power just starts dropping off. Both the graphs in this thread and all the other dyno graphs I have seen for these engines show power still rising quite steeply at redline. 458's redline at 9k which is one of the ways they make more power. I'll bet their power is still rising at redline too. Virtually all cars make peak power quite a way before redline... but not these ones. F1 when naturally aspirated made more and more power by upping the redline, till they capped it.

 

I don't need a dyno graph to tell that's bogged down at low RPM. My previous recommendation stands: seek a tuner who has a bit of experience with these cars and take it from there.

 

The 563hp is crank HP numbers. No way is it to the wheels. That was my point.
Not all dynos read wheel hp.
I'm running headers, testpipes, & Kline with Mase upgrade and I put down probably 465hp to the wheels. it's about 540hp to the crank.

do the math redtaxi.....563 to the wheels mean its about 650hp to the crank....NO WAY

 

Yes - it is a crank figure.

 

I've got a full IPE on my 360, so, slightly different than you with the 430.

However, are you dynoing with the Valves Open? I find, that when the Valves are open, the car definitely loses TQ. But, with teh Valves closed, it feels stronger in the mid-range.

I also have a Simon Motorsports Stage 2 ECU Flash, along with some Intake Tubes. I reckon I should be somewhere around 475 to 500hp on a good day? Never dynoed though.

 

Correct you can remove your engine and couple it to an engine dyno and then and only then will you read engine power.
Your dyno guy clearly has some sort of fudge factor programmed in to estimate engine power which completely ruins the reason for using a chassis dyno, which is tuning. Unless he has at some point removed an engine the same as yours with the exact same mods and then engine dynoed it, then he is guessing. Every engine is different especially if modified and every car is different. Even tyre size makes a difference on a chasis dyno. Chassis dynos that give an engine output exist to put smiles on customers faces. Dyno racing is an increasingly competitive sport.

 

Give it a rest man...you obviously didn't know what the F430 is pulling. I don't need a lesson on dynos......I know how how they work and the different types.

 

Not sure if the power loss is because of the x-pipe. Here are dyno results performed in another fchat thread (link below) for the S-line x-pipe:


https://www.ferrarichat.com/forum/threads/s-line-motorsport-x-pipe.426841/page-3