So when it's determined that all of this work makes good power. Are you going to give it back to Ernie?
Back to who? LOL I like to run bone stock, goes back to him I just love to tune, it's one of my better talants, wife says I'm useless at everything else LOL
The throttle bodies and the throttle linkage are Tim's, and they are not ported. Here is a picture of his stock tb wide open in my intake. Image Unavailable, Please Login
This picture was taken from my throttle body porting thread. http://www.ferrarichat.com/forum/348-355-sponsored-bradan/346701-348-throttle-body-porting.html It's a side by side, before and after, of the porting RobZ did to my tb's, complete with new throttle plates and modified throttle shafts. Image Unavailable, Please Login
My race exhaust. Which is crazy loud. Ask Tim, he knows, he heard it. I actually had to take it off for fear of getting pulled over by the cops. No joke, when I'm standing on it you can here my car a mile away, seriously. Image Unavailable, Please Login
And I was running wicked RICH before this. !!! They were stock ceramic cats no loss was going to cut off the flanges anyway LOL I have a random tech 100 cell race cats just to take the edge off the smell so the wife dont start yapping
Nahhh , not on my car maybe on yours with all the other free flow stuff but highly doubt it. If they are it's a simple phone call away to fix that Nahhhhhhhh she needs something to talk about LOL
Sheeesh, here I am biting my tongue and holding onto all the great pics Ernie sent and you guys just plaster them all over the place, lol! Tough to keep a secret with this crowd!
Tell me about it. The up side is maybe it will light a fire under people's butts. Hopefully we get some more guys to man up and start making real modifications to their f119s. The potential is there to be found. The problem is too many waiting for SOMEONE ELSE to find it.
Fuel Injectors So for a later model 348 (big plenum) and the usual fabspeed/200cell cats/tubi (or similar).... 1. What part number are those sexy multi hole fuel injectors. (supplier/price also good) 2. Can the ECUs suitably trim themselves for the use of these injectors ? thanks.
I got them from a company called OSideTiger, part number: D04.14.1.8 The cost was about $160 u.s. for the set of 8 injectors. At part throttle operation the ECUs will learn and adjust fuel trim to try and keep the ratios within the parameters. At wide open throttle the ECUs ignore the most of the sensors (reads crank and cam only)
So for WOT, the ECUs go open loop. Did you find the map during Open Loop (WOT) was about right. Or are we in need of a rolling road session to check the AFR at WOT and possible tweak the map if needed ?
Sorry for posting Ernie, didnt know it was your creation. So if I would like to built the same intake setup, does it matter from which year the intake is? Later model 348 have a bigger plenum? (from what year)? How to tune this engine? Do we need a stand a lone ECU ?
This is a theroitical question. I wonder what the impact would be if one installed two more cross over tubes between the air boxes similar to the existing one so the origional look remained and cross flow increased.
ECU's stock 2.7 Motronic To get everyone on the same page here~ The stock ECU from the factory is not set for maximum performance. Timing and fuel maps are set very conservative I ASSume for emission/driveability reasons. If you add headers and cat delete you further push the engine to a lean condition. More stuff you add the leaner, more thirsty the engine gets. Exhaust design, intake, cams etc change where in the powerband the engine requires more fuel as other mods that increase air into the motor. This must be done via the maps in the ecu with help of at minimum wideband AFR or best solution on hub dyno simulating a load. Ernie's setup flows so much that were pushing the stock ECU as far as anyone has. If we get to that limit in the duty cycle of the injectors or ECU were going to up that some. Stock ecu vs stand alone Stock Best for 90+% of the people as you can do a simple chip replacement suited for your setup. Headers, cat delete or if you just want to get a bit more performance out of your stock motor. Stand alone For the hardcore who likes to tweek out on their ride. Involves rewiring the entire engine with a new harness Lots of trial and error New sensors Even more dyno time more dyno time all in all $$$$$ This is in a nutshell there are TONS more variables involved. I'm not going to masturbate myself going into all of them my ADHD prohibits it.
O, M, G! These are things of beauty Ernie! The flow numbers blew me away. But notice how close to normal they are near 6000 rpm. Can't wait to see the tune results. I would ask about mpg but should't it say N/A on the window sticker at this point? Rock on stooges.
The only reason the air fuel ratio came down a little on the top end is because Tim had already changed the mapping to richen up the, *already* richend up, mapping before the dyno run. There is still more tuning and dyno testing that needs to be done. Plus we still have to figure out the injector duty cycle, or if the stock injectors can even support the new airflow. Rule of thumb is you want to keep the injectors at an 80% duty cycle. The stock Bosch 0280150731 injector rating is 18.5 lbs/hr, 194 cc/mm @ 3bar/43.5psi. The calculator I have plunged numbers into https://www.rceng.com/technical.aspx indicates that you want 21 lbs/hr, 221cc injectors, with a max duty cycle of 80% to support 300hp at the crank @ 43.5psi. I don't know what fuel regulators Tim has in his car (I didn't bother to look) but in my car I'm running 55.1psi/3.8bar fuel pressure regulators. At that pressure the stock injectors flow rate bumps up to 218cc/min. Per the calculators that is just barely enough to support 300hp with a max duty cycle of 80%. On an engine with a brake specific fuel consumption rate of .50, the stock injectors would have to run basically at 100% duty cycle to support 375hp @ 3.8bar/55.1psi of fuel pressure, and 100% duty you will burn them up at that rate. I have absolutely NO IDEA what the bsfc is of the f119. N/A engines are supposed to be between .45-.50 bsfc, the lower the number the less fuel it uses. Again I have NO IDEA what the brake specific fuel consumption rates is of the f119, so that is why I used the higher bsfc number. With the Motronic 2.7 we have no way of knowing what the duty cycle the injectors are running at. The only thing we can see are the a/f ratios from the dyno pulls. This first test pull it was CRAZY lean on the bottom end, and lean on the top end = plenty of air, not enough fuel. Tim has already adjusted the mapping, so we'll see what the next dyno run shows. Here is the other thing if we plug in higher flow injectors, sure they will support wide open throttle power but, will they support part throttle normal operation without flooding the engine??? The stock ecu mapping was calculated on 194cc injectors not 250cc, 300cc, 400cc, etcetera injectors. So any change in injector sizing will also affect low rpm, part throttle operation of the engine. Meaning the part throttle maps may need tuning to keep drivability and fuel consumption in check. This is all still TOTALLY in the experimental faze, and at the very beginning of testing. Which is the reason why I normally don't like showing stuff until it has been figured out and finalized. Throwing mud at the wall to see what sticks.
