I was thinking more in regards to the part of the software that lets the car shift more aggressively. The GS supposedly is programmed to shift harder than the regular CC, but softer compared to the 360 CS.
There's the youtuber Ratarossa who converted a 360 into a CS, and managed to get the programming of it onto it. Although I suspect its easier to pull a few strings when you have that big of a platform, and swapping CS mapping onto a Modena is likely easier than CS mapping on a GS.
Ratarossa is a nice dude, his name is Scott and I've reached out to him before. He put me in touch with an electrical engineer over in France by the name of Eric who flashes the 360 TCUs. The process is straightforward if you're familiar with embedded electronics, but would be a major pita for a newbie.
When I first got my car I asked about it on the other forum and pretty much got harassed off which is why I am doing my build threads on this one. Since then I've managed to dig up a bit more info on forums and old training manuals and such plus learning from troubleshooting mine. I'm still pretty convinced that the TCUs will work on a bunch of cars, even if it isn't well. The tech in this generation of cars is massively behind the curve compared to their contemporaries and so things like VIN recognition and other security (thankfully) don't exist. You can get a TCU from any Gransport and swap it, no issues. Which leads me onto the next point.
Also worth making sure the hardware is the same as the CS, pump etc. Last thing you want to do, is get the software side of things sorted, and within a year lunch the gearbox or associated parts. Wonder if Ferrari used the exact same gearbox etc as the standard 360, and just updated the software, of if they beefed up the internals. Or if they designed the box etc around the CS to start with, and just softened the software side of things for the regular car.
It is. Engineering for anything is always about cost-effectiveness. It is pretty common for cars in all brands to share components, but for the Fiat cars it is something else. I think it is because they were low volume so major components are shared between the cars at some ridiculous level with subtle changes which I can only assume are to intentionally prevent them from fitting. More than that, I'm pretty convinced that the transmission systems were implemented poorly on purpose. There is enough information in the sensors to double clutch and rev match but the system does neither, instead it rides the clutch in by revving up in between gear changes. Why they would do it that way isn't something I'll understand without seeing engineering documentation, but unless there is a Magnetti Marelli data breach floating around for sale on the dark web that isn't happening.
There is also the clutch from the 430 I believe that has also been fitted to some owners cars.
I saw a car last year that had an offhand comment like that as well. The question is what was the upgrade?
- Customised TCU flash
- Reflashed with the F360CS software
- Installation of the very first version of the CC software.
I've been trying to find someone with a CS in Perth who would let me swap the TCU temporarily, but as you can imagine that isn't easy. I'm not really keen to spend $700 on a TCU to reflash it as a test and find out it doesn't work. I have found a couple of CC TCUs I could reflash though, so it would be easy to do. The actual flashing process isn't difficult.
I've also found a V1 Coupe TCU, I've been talking price with the guy who has it for a while now. I don't think it will work though as the hardware is a different version but it is
almost cheap enough to suck it and see.
I've also been sleuthing for a while trying to find one of the alleged CS flashes, and I may have found someone who will let me check the version of software on their TCU.
