Ferrari F430 Spider
Discussion
mwstewart said:
Thanks all!
To me in this context i.e. the primary use is driving - much like a race car the mechanical specification makes the car what it is. I have met or exceeded the specification. Consider it a drive-a-like not just a look-a-like
The other aspect is cost: a RHD 16M in this spec would sell for double what mine is now worth, and whilst I could stretch to it, at my age it would be to the detriment of long term house/retirement plans.
In the mean time...dream car built.
Hope I caused no offence, none was intended... it's just one of those peccadillos of mine that I am very much a purist when it comes to "passing off".To me in this context i.e. the primary use is driving - much like a race car the mechanical specification makes the car what it is. I have met or exceeded the specification. Consider it a drive-a-like not just a look-a-like
The other aspect is cost: a RHD 16M in this spec would sell for double what mine is now worth, and whilst I could stretch to it, at my age it would be to the detriment of long term house/retirement plans.
In the mean time...dream car built.
As I (hope I) got across, you've taken the car much further than probably 95% of owners would or could, so in that respect hats off big time
Davie said:
Excellent work... more so the fact the car has been used (and abused!) which adds a nice bit of balance to the OCD spec engineering going on - there were moments where I did wonder if the car would simply fade away in to being some sort of unused ornament but glad that's not the case. Can relate to a few images too, in fact I think I have one taken at the same dam in Switzerland. We didn't suffer ground clearance issues however. You took an Italian thoroughbred and we rocked along with an old cart horse with a sore foot and an emissions issue. Keep up the good work!
Haha sounds like fun!lordf said:
I've re-read this a few times now Mark, I have nothing but praise for what you have done. Your methodology is having an effect and while not an F430 my Cooper S is undergoing the same treatment of strip, evaluate improve. Your builds have been the inspiration.
Thank you for the kind words. I've driven a Cooper and thought it was great fun.Durzel said:
Hope I caused no offence, none was intended... it's just one of those peccadillos of mine that I am very much a purist when it comes to "passing off".
As I (hope I) got across, you've taken the car much further than probably 95% of owners would or could, so in that respect hats off big time
Absolutely none at all, don't worry. It is a common point to raise with a project like this so thought I would explain my rationale for it.As I (hope I) got across, you've taken the car much further than probably 95% of owners would or could, so in that respect hats off big time
As phase two of the project is drawing to a close I've had a checkpoint to see what's left to exactly match the Scuderia specification.
In scope, and in likely order of execution:
1) Engine management - many changes;
2) Suspension flamblocs (inboard, low deflection swivel joint/isolators) - increased shore hardness;
3) Rear under tray - lighter, made of a composite material;
4) Rear bumper grille;
5) Carbon door cards - lighter. I already have these;
6) Steering rack - 15:1 vs 16:1;
7) Steering pump - valved for less assistance;
8) Engine oil 'disareator' (combined dry sump reservoir and breather tank) - redesigned to cope with higher levels of blow by and the demands of track driving.
Out of scope:
1) Engine oil and water pump - will come as part of the planned large capacity engine build in phase 3;
2) Removal of carpets and sound deadening - I don't want to do this because the weight gain is quite minimal but the effect on cabin noise is significant.
More to come...
In scope, and in likely order of execution:
1) Engine management - many changes;
2) Suspension flamblocs (inboard, low deflection swivel joint/isolators) - increased shore hardness;
3) Rear under tray - lighter, made of a composite material;
4) Rear bumper grille;
5) Carbon door cards - lighter. I already have these;
6) Steering rack - 15:1 vs 16:1;
7) Steering pump - valved for less assistance;
8) Engine oil 'disareator' (combined dry sump reservoir and breather tank) - redesigned to cope with higher levels of blow by and the demands of track driving.
Out of scope:
1) Engine oil and water pump - will come as part of the planned large capacity engine build in phase 3;
2) Removal of carpets and sound deadening - I don't want to do this because the weight gain is quite minimal but the effect on cabin noise is significant.
More to come...
Scuderia Engine Management Conversion
I will cover off the main differences to the F430 management. Both cars use the same ME7.1.1 engine ECUs but with different input/output assignments.
MAF sensors and engine control strategy
The F430 uses the Bosch HFM5 and the Scuderia (and 458 on) use the HFM7:
"Except from the new sensor design, the air flow meter used on F136ED (Scuderia) engines is characterised by the absence of an air flow strainer. The task of an air flow strainer is to ensure a regular and laminar air flow inside the sensor duct. At the same time the strainer also forms an obstruction to the incoming air flow. By eliminating the strainer, a power advantage of 7-8 hp is obtained thanks to a more free air flow.
The absence of the strainer will cause turbulences in the sensor duct which translates into an unreliable mass air flow signal. For this reason the mass air flow is no longer the main parameter to calculate the injection quantity, but will only be used to apply corrections on the fuel quantity. Instead, throttle position and engine speed are used as main parameters. This modification implicates a specific calibration of the engine control software."
Ion-sensing
The Scuderia does away with the two knock sensors per bank that the F430 uses and instead uses ion sensing technology to adjust ignition based on cylinder conditions that preceed knock, rather than reacting to knock that has just occurred. The system went on to be used in the 458 and other high-compression Ferrari engines.
A full explanation can be read http://www.searchautoparts.com/motorage/maintenanc...
The technology requires specific coils and spark plugs which were also fitted to the F430 from MY2008 onwards; that makes my life a lot simpler!
Secondary air injection
Some US F430 models have SAI but no UK models did. All Scuderia's have SAI to help get the main cats up to temperature quickly in the absence of pre-cats.
"The secondary air system is composed of an electric pump controlled by a relay, two pneumatic valves that close the line when the system is inoperative, and a solenoid valve that controls the pneumatic valves by means of the vacuum provided by a connection with the plenum chamber.
The secondary air system is activated by the ECU after a cold start and only when engine temperature is in the range -7 to + 40°C. In these conditions the engine runs in "Open Loop" conditions. During this phase the Oxygen sensors signal is utilised to calculate the temperature of the catalytic converters, utilising a mathematical calculation model."
Active blow-by/oil breather control
The F430 oil breather system is passive. The Scuderia system is active and introduced revised plumbing containing a one-way valve, and an ECU controlled solenoid to optimise the oil breather system for certain operating conditions.
I will cover off the main differences to the F430 management. Both cars use the same ME7.1.1 engine ECUs but with different input/output assignments.
MAF sensors and engine control strategy
The F430 uses the Bosch HFM5 and the Scuderia (and 458 on) use the HFM7:
"Except from the new sensor design, the air flow meter used on F136ED (Scuderia) engines is characterised by the absence of an air flow strainer. The task of an air flow strainer is to ensure a regular and laminar air flow inside the sensor duct. At the same time the strainer also forms an obstruction to the incoming air flow. By eliminating the strainer, a power advantage of 7-8 hp is obtained thanks to a more free air flow.
The absence of the strainer will cause turbulences in the sensor duct which translates into an unreliable mass air flow signal. For this reason the mass air flow is no longer the main parameter to calculate the injection quantity, but will only be used to apply corrections on the fuel quantity. Instead, throttle position and engine speed are used as main parameters. This modification implicates a specific calibration of the engine control software."
Ion-sensing
The Scuderia does away with the two knock sensors per bank that the F430 uses and instead uses ion sensing technology to adjust ignition based on cylinder conditions that preceed knock, rather than reacting to knock that has just occurred. The system went on to be used in the 458 and other high-compression Ferrari engines.
A full explanation can be read http://www.searchautoparts.com/motorage/maintenanc...
The technology requires specific coils and spark plugs which were also fitted to the F430 from MY2008 onwards; that makes my life a lot simpler!
Secondary air injection
Some US F430 models have SAI but no UK models did. All Scuderia's have SAI to help get the main cats up to temperature quickly in the absence of pre-cats.
"The secondary air system is composed of an electric pump controlled by a relay, two pneumatic valves that close the line when the system is inoperative, and a solenoid valve that controls the pneumatic valves by means of the vacuum provided by a connection with the plenum chamber.
The secondary air system is activated by the ECU after a cold start and only when engine temperature is in the range -7 to + 40°C. In these conditions the engine runs in "Open Loop" conditions. During this phase the Oxygen sensors signal is utilised to calculate the temperature of the catalytic converters, utilising a mathematical calculation model."
Active blow-by/oil breather control
The F430 oil breather system is passive. The Scuderia system is active and introduced revised plumbing containing a one-way valve, and an ECU controlled solenoid to optimise the oil breather system for certain operating conditions.
That's the theory covered so now on to the actual conversion of my car. I had planned for this to be a quick activity where I'd book in the car with Ed at Christian Lewis to remove the inlet manifold and fit the two injection looms, then I'd be on my merry way for what remaining good weather we have this summer. This would be an interim solution as the ECUs would log DTCs for the missing blow-by solenoid and secondary air system components that would be installed with the other required looms over the winter lay-up period.
It hasn't quite panned out like that. I've been diagnosing a potential performance issue with the car, well, I say potential but it certainly is: where the old car would romp up to 160 this one will get to 120 and become a bit flat thereafter. The old car with after market manifolds left me quite impressed with its performance, whereas this one - despite the weight loss - leaves me feeling a little unimpressed.
I checked the wiring plugs for the cam timing 'variator' solenoids and three out of the four had oil in them. This is a known failure mode of the solenoids have. With this discovered, and the cam covers needing to come off -
and I already knew they needed a refurb which would take a month or so - I decided to take the car off the road now and get everything sorted in one go.
Scuderia Engine Management Conversion - Parts List
The parts list for my car is below - bearing in mind it already has the other Scuderia systems installed:
- England/GB specific 16M/Scuderia ECUs. These are used so I've sent them off to FAI for both to be virginised for use with my immobiliser;
- 16M central/rear fuse box loom - it contains fused feeds for the Ion module and an additional relay for Secondary Air Injection. It is 16M specific because of the Spider roof elements;
- Right bank injection loom (HFM7 MAF, Ion module, Ion module power feed, secondary air solenoid, knock sensor connections removed);
- Left bank injection loom (HFM7 MAF connector, Ion module connection, knock sensor connections removed);
- Right side engine bay loom (Blow-by solenoid, Ion module CAN bus);
- Left side engine bay loom (Secondary air pump);
- Blow-by solenoid valve - Installed so no DTC code for its absence but ports blanked off for now until I fit the revised oil breather system later;
- Secondary air solenoid valve - Installed so the ECU does not log no DTC code for its absence, but the ports will; be blanked off as I don't plan to install the secondary air system;
- Secondary air solenoid relay (same 50amp relay as the F1 system) - monitored by the ECU;
- 2 x Scuderia Bosch HFM7 MAFs;
- Eldor Ion module.
Scuderia Engine Management Conversion - F430 Injection Loom Removal
This was a fiddly job - in fact one of the most fiddly jobs I've done on a car. Access to most fastenings is tight.
I had previously retrofitted coil water guards which I covered in a previous update, and with them removed the spark plug loom on each side is accessible; they are secured to the cam cover with zinc plated P clips. As per the other P clips on the car the rubber has deteriorated and cracked.
With the injection looms out of the way on each side the poor state of the cam cover powder coat is visible.
Inlet manifold assembly removed leaving access to the injection loom. The tape used on the loom is terrible and dries out, frays, and falls off. It is not heat related as it happens elsewhere on the car.
Cam covers removed. These are hands down the worst condition parts on the car! The problem is the cost saving approach taken at the factory: the powder coat is applied directly to raw aluminium parts i.e. no primer. The issue is exacerbated on the Spider if the cam cover water guards are not fitted.
I've found a local firm who will do the job properly: a chemical strip to degrease and remove the existing powder coat, a blast with aluminium oxide to provide a key, an etch prime, and then finally the crackle finish powder coat. Cost is between £130 and £150 for both.
Scuderia Engine Management Conversion - F430 and Scuderia Injection Comparison
Photo to show my original injection loom removed and the new Scuderia versions I have to go back in. The green text/arrows indicate differences between the F430 and Scuderia versions.
Additional junior timer type plug for the secondary air solenoid.
The F430 knock sensors are no longer needed so I could remove them. The four cam phase, four knock, and two crank position sensors all terminate at the rear of the engine in the vee. Bizarrely, all use the same connector and they aren't keyed and instead rely on identification numbers taped to the loom corresponding sensor cable. Whatever works...
Photo to show three of the four F430 knock sensors removed from my engine together with the Scuderia Ion module that replaces their function. The knock sensors are labelled 3 to 6 and those numbers are not included on the Scuderia loom i.e. the numbering system is directly compatible with the parts remaining on my engine.
Variator Solenoids
The variators optimise camshaft timing for the following operating conditions:
"Engine idling: intake timing is retarded. Late opening of the intake valves minimizes valve overlap. This guarantees stable combustion and smooth idling.
Low and middle revs, medium to high load: intake timing is advanced. Early opening of the intake valves creates high valve overlap. Exhaust gasses are partially re-burned which lowers combustion temperature and reduces emissions of NOx. Early closing of the intake valves at low revs improves volumetric efficiency.
High revs, full load: intake timing is retarded. Late closing of the intake valves improves volumetric efficiency as a result of the high inertia of the incoming air."
Each cam/variator has a 50 degree operating range: retard 25 degrees to advance 25 degrees.
The variators themselves seem reliable but their control solenoids are not, or certainly the variant fitted to my car. The solenoids were introduced with the Enzo with part number 186563. These were superseded by 212422 for the Enzo and this type was fitted to my F430, but these were revised again and superseded to 250646.
The solenoids are secured by a single Allen bolt and with that removed they can be withdrawn by slowly rotating them, whilst pulling away from the variator housing.
Three of my solenoids had oil in their multiplug but I'm going to replace all four with the later part, for peace of mind. The photo shows the four original solenoids removed - they are covered in dirt as I'd temporarily stored them in a waste container.
Exhaust Photo
As I never posted one last time - a photo of the completed and heat-wrapped exhaust.
It hasn't quite panned out like that. I've been diagnosing a potential performance issue with the car, well, I say potential but it certainly is: where the old car would romp up to 160 this one will get to 120 and become a bit flat thereafter. The old car with after market manifolds left me quite impressed with its performance, whereas this one - despite the weight loss - leaves me feeling a little unimpressed.
I checked the wiring plugs for the cam timing 'variator' solenoids and three out of the four had oil in them. This is a known failure mode of the solenoids have. With this discovered, and the cam covers needing to come off -
and I already knew they needed a refurb which would take a month or so - I decided to take the car off the road now and get everything sorted in one go.
Scuderia Engine Management Conversion - Parts List
The parts list for my car is below - bearing in mind it already has the other Scuderia systems installed:
- England/GB specific 16M/Scuderia ECUs. These are used so I've sent them off to FAI for both to be virginised for use with my immobiliser;
- 16M central/rear fuse box loom - it contains fused feeds for the Ion module and an additional relay for Secondary Air Injection. It is 16M specific because of the Spider roof elements;
- Right bank injection loom (HFM7 MAF, Ion module, Ion module power feed, secondary air solenoid, knock sensor connections removed);
- Left bank injection loom (HFM7 MAF connector, Ion module connection, knock sensor connections removed);
- Right side engine bay loom (Blow-by solenoid, Ion module CAN bus);
- Left side engine bay loom (Secondary air pump);
- Blow-by solenoid valve - Installed so no DTC code for its absence but ports blanked off for now until I fit the revised oil breather system later;
- Secondary air solenoid valve - Installed so the ECU does not log no DTC code for its absence, but the ports will; be blanked off as I don't plan to install the secondary air system;
- Secondary air solenoid relay (same 50amp relay as the F1 system) - monitored by the ECU;
- 2 x Scuderia Bosch HFM7 MAFs;
- Eldor Ion module.
Scuderia Engine Management Conversion - F430 Injection Loom Removal
This was a fiddly job - in fact one of the most fiddly jobs I've done on a car. Access to most fastenings is tight.
I had previously retrofitted coil water guards which I covered in a previous update, and with them removed the spark plug loom on each side is accessible; they are secured to the cam cover with zinc plated P clips. As per the other P clips on the car the rubber has deteriorated and cracked.
With the injection looms out of the way on each side the poor state of the cam cover powder coat is visible.
Inlet manifold assembly removed leaving access to the injection loom. The tape used on the loom is terrible and dries out, frays, and falls off. It is not heat related as it happens elsewhere on the car.
Cam covers removed. These are hands down the worst condition parts on the car! The problem is the cost saving approach taken at the factory: the powder coat is applied directly to raw aluminium parts i.e. no primer. The issue is exacerbated on the Spider if the cam cover water guards are not fitted.
I've found a local firm who will do the job properly: a chemical strip to degrease and remove the existing powder coat, a blast with aluminium oxide to provide a key, an etch prime, and then finally the crackle finish powder coat. Cost is between £130 and £150 for both.
Scuderia Engine Management Conversion - F430 and Scuderia Injection Comparison
Photo to show my original injection loom removed and the new Scuderia versions I have to go back in. The green text/arrows indicate differences between the F430 and Scuderia versions.
Additional junior timer type plug for the secondary air solenoid.
The F430 knock sensors are no longer needed so I could remove them. The four cam phase, four knock, and two crank position sensors all terminate at the rear of the engine in the vee. Bizarrely, all use the same connector and they aren't keyed and instead rely on identification numbers taped to the loom corresponding sensor cable. Whatever works...
Photo to show three of the four F430 knock sensors removed from my engine together with the Scuderia Ion module that replaces their function. The knock sensors are labelled 3 to 6 and those numbers are not included on the Scuderia loom i.e. the numbering system is directly compatible with the parts remaining on my engine.
Variator Solenoids
The variators optimise camshaft timing for the following operating conditions:
"Engine idling: intake timing is retarded. Late opening of the intake valves minimizes valve overlap. This guarantees stable combustion and smooth idling.
Low and middle revs, medium to high load: intake timing is advanced. Early opening of the intake valves creates high valve overlap. Exhaust gasses are partially re-burned which lowers combustion temperature and reduces emissions of NOx. Early closing of the intake valves at low revs improves volumetric efficiency.
High revs, full load: intake timing is retarded. Late closing of the intake valves improves volumetric efficiency as a result of the high inertia of the incoming air."
Each cam/variator has a 50 degree operating range: retard 25 degrees to advance 25 degrees.
The variators themselves seem reliable but their control solenoids are not, or certainly the variant fitted to my car. The solenoids were introduced with the Enzo with part number 186563. These were superseded by 212422 for the Enzo and this type was fitted to my F430, but these were revised again and superseded to 250646.
The solenoids are secured by a single Allen bolt and with that removed they can be withdrawn by slowly rotating them, whilst pulling away from the variator housing.
Three of my solenoids had oil in their multiplug but I'm going to replace all four with the later part, for peace of mind. The photo shows the four original solenoids removed - they are covered in dirt as I'd temporarily stored them in a waste container.
Exhaust Photo
As I never posted one last time - a photo of the completed and heat-wrapped exhaust.
Just had my latest instalment of your thread OP and it is continuing as good as ever.
Your European trip looks to have been fantastic (and my inner geek makes me think the forlorn car is actually a late 60s/early 70s Alfa salon - a 1750 or 2000) .
Your attention to detail and workmanship is inspirational - I hope the latest work yields the results you are looking for!
Your European trip looks to have been fantastic (and my inner geek makes me think the forlorn car is actually a late 60s/early 70s Alfa salon - a 1750 or 2000) .
Your attention to detail and workmanship is inspirational - I hope the latest work yields the results you are looking for!
Please forgive me as I've just come here from the Juvenile Things That Make You snigger thread.
Virginisation. A process that could make someone a millionaire...
That aside, I was sitting in the back of my soon to be converted camper van, installing some additional wiring and then cable tying it up. I was making sure that the cable ties were all round the same way and the heads were in the same spot and I realised how much this thread has influenced how I work on my own vehicles. Cheers - it's a good influence.
Virginisation. A process that could make someone a millionaire...
That aside, I was sitting in the back of my soon to be converted camper van, installing some additional wiring and then cable tying it up. I was making sure that the cable ties were all round the same way and the heads were in the same spot and I realised how much this thread has influenced how I work on my own vehicles. Cheers - it's a good influence.
Completely BRILLIANT thread. It has amazing attention to detail. I love the fact you use it properly.
One word of warning and I am sure you are super aware of it:
I have seen many bead blasted and subsequently painted cam covers (no Ferrari ones though!) that are full of blast media hidden underneath the internal baffles in the cam covers. I'd go so far as saying I would never blast my own as the contamination risk is very high.
One word of warning and I am sure you are super aware of it:
I have seen many bead blasted and subsequently painted cam covers (no Ferrari ones though!) that are full of blast media hidden underneath the internal baffles in the cam covers. I'd go so far as saying I would never blast my own as the contamination risk is very high.
Thank you all for the kind words.
Spumfry said:
Re the powder coating, I thought a primer shouldn't be needed if the parts are prepared properly. What type of primer is your supplier going to be using?
It's a two stage powder process (zinc undercoat) preceeded by an etch. http://www.langleycoatings.co.uk/powder-coating-pr... isn't the company I'm using but the process is the same.Smitters said:
Please forgive me as I've just come here from the Juvenile Things That Make You snigger thread.
Virginisation. A process that could make someone a millionaire...
That aside, I was sitting in the back of my soon to be converted camper van, installing some additional wiring and then cable tying it up. I was making sure that the cable ties were all round the same way and the heads were in the same spot and I realised how much this thread has influenced how I work on my own vehicles. Cheers - it's a good influence.
Haha. That's good to hear.Virginisation. A process that could make someone a millionaire...
That aside, I was sitting in the back of my soon to be converted camper van, installing some additional wiring and then cable tying it up. I was making sure that the cable ties were all round the same way and the heads were in the same spot and I realised how much this thread has influenced how I work on my own vehicles. Cheers - it's a good influence.
Jon_Bmw said:
Completely BRILLIANT thread. It has amazing attention to detail. I love the fact you use it properly.
One word of warning and I am sure you are super aware of it:
I have seen many bead blasted and subsequently painted cam covers (no Ferrari ones though!) that are full of blast media hidden underneath the internal baffles in the cam covers. I'd go so far as saying I would never blast my own as the contamination risk is very high.
Thanks for that. No baffles on these cam covers - the dry sump creates a very slightly vacuum so the breather system is a little different to normal. I remember in the past cleaning oil galleries out with pipe cleaners and a compressed air paraffin gun after having blocks blasted. Nasty stuff inside an engine.One word of warning and I am sure you are super aware of it:
I have seen many bead blasted and subsequently painted cam covers (no Ferrari ones though!) that are full of blast media hidden underneath the internal baffles in the cam covers. I'd go so far as saying I would never blast my own as the contamination risk is very high.
This thread. This level of detail. This depth of knowledge and research. You're a master of time management, Mark, given you have a real life with a fiancée and a job and I guess some level of social interaction, too.
I'm still surprised you bought a second cabrio when so much focus has gone towards making it a supreme fast-road/aspiring track car. I know the draw of having the wind in your hair must be strong, but I'd have thought a topless CLK would better fit the bill, then go all-out on an F430 berlinetta. Opinions and all that. Your threads are a highlight on PH and contribute on a level that can't really be measured. Eagerly looking forward to the winter plans!
I'm still surprised you bought a second cabrio when so much focus has gone towards making it a supreme fast-road/aspiring track car. I know the draw of having the wind in your hair must be strong, but I'd have thought a topless CLK would better fit the bill, then go all-out on an F430 berlinetta. Opinions and all that. Your threads are a highlight on PH and contribute on a level that can't really be measured. Eagerly looking forward to the winter plans!
Nunga said:
This thread. This level of detail. This depth of knowledge and research. You're a master of time management, Mark, given you have a real life with a fiancée and a job and I guess some level of social interaction, too.
I'm still surprised you bought a second cabrio when so much focus has gone towards making it a supreme fast-road/aspiring track car. I know the draw of having the wind in your hair must be strong, but I'd have thought a topless CLK would better fit the bill, then go all-out on an F430 berlinetta. Opinions and all that. Your threads are a highlight on PH and contribute on a level that can't really be measured. Eagerly looking forward to the winter plans!
Thanks. This chassis on these is very stiff - it is widely accepted there is a barely perceptible difference in rigidity between Berlinetta and Spider, and the spider is 53kg heavier which really isn't bad, but the added experience of the roof off makes it a no-brainer for me.I'm still surprised you bought a second cabrio when so much focus has gone towards making it a supreme fast-road/aspiring track car. I know the draw of having the wind in your hair must be strong, but I'd have thought a topless CLK would better fit the bill, then go all-out on an F430 berlinetta. Opinions and all that. Your threads are a highlight on PH and contribute on a level that can't really be measured. Eagerly looking forward to the winter plans!
Max_Torque said:
8 bhp from removing the MAF screen? Hmm, i suspect not..... ;-)
Ha, yes. They neglect to mention there that the MAFs are 5mm larger in diameter and are accompanied by redesigned air box lids. The additional is no doubt above 150mph when the ram air effect comes in as well!Max_Torque said:
8 bhp from removing the MAF screen? Hmm, i suspect not..... ;-)
I picked up in this. Trying to remember back to my degree days, I'd be very surprised if the strainer induced laminar flow in such a low viscosity fluid. My head tells me if anything it will increase turbulence, more so at lower velocities. Gassing Station | Readers' Cars | Top of Page | What's New | My Stuff