"D" in shape again - Ferrari Life
 
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post #1 of 12 Old 08-21-2013, 08:25 AM Thread Starter
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"D" in shape again

Sad to say but: It was a very good decision to change my "D" mechanic !
After all things which went obviously wrong or wrong material was used (fuel lines, helicoil, ignition cables, dropping fuel on carburators, wrong jets) in the first phase have been corrected by the official ferrari dealer (including the detection of a slight crack on the fuel tank surface) the way was open to go to the guy (my new mechanic) who receives about all vintage Ferrari parts from the official dealers to adjust the ignition and carburators.

He worked on the car for 4 days and informed me every day about the findouts. We started by test driving it and he said that it feels like the carbs are too fat, the ignition not straight and the car has therefore not enough power IF there is nothing serious mechanically underway.
He went on to check the spark plugs and told me that on the right bench (6) only one spark plug presented itself correctly, on the left bench 3 were correct. He then fixed all distributor internals, changing many worn out parts, readjusting all timing and measurments after finding out that some parts have been loose or wrongly. After that, the engined runned quite well but not perfect. Now the carburators, which have been just adjusted by "the officials" were taken apart again, finding in 2 cases "short" type inside jets (instead of long one's) making the fuel falling into the carb and preventing low rpm torque. (I hope I explain this correctly, do not nail me on that please)
After fixing that, all 12 spark plugs had the correct picture.
I was in heaven when he called me today to say that he drove the Daytona and that the car is running perfectly now. He added that next to another one he services (of the about 20 Daytonas in total) he does not know of another one with that power. "Its a freight train from low rpm and please do not hesistate to run it up to 7-8'000 rpms ! These are racing engines from the time and build with purpose, you will be surprised about the difference when you pick it up". The car seems to be mechanically perfect otherwise as he checked the compression ratios before with high and consistent values.
After all, I'm very happy to hear that the engine runs on top of it's capacity only after some peripheral adjustments. I was almost starting to expect a engine rebuild if the adjustments would not show the needed results.

I'm very happy and wanted to share (no braging intended!). As Brian and Terry are so far away from here, I had to find another solution/mechanic. Will report further when picking up and driving the car back personally !

Present: 365 GTB/4, Scud
Past: 250 GTE, 250 PF (2), 275 GTBsn, 330 GTC, 456GT, 550, 360Stradale, 430Scuderia, F40, F50
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post #2 of 12 Old 08-21-2013, 08:53 AM
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212- Glad he got it sorted for you. They are easy to maintain, but it really takes an expert.

Taz
Terry Phillips

Present: 575M 135171
Past: Dino 246 GT 02984, 365 GTB/4 14009, 308 GTS 25125

Every day I look around, and if nobody is shooting at me, it is a pretty good day.
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post #3 of 12 Old 08-21-2013, 09:44 AM
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I understand exactly the reference to the short and long jets.

I am very surprised someone would mix them and it reflects a large lack of understanding of how the carburetors work. I am not surprised it ran bad.

Glad you found someone knowledgeable.
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post #4 of 12 Old 08-22-2013, 01:06 AM
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Hi 212,

Glad you found someone knowledgeable, the carburetors work a long correctly if they are correctly adjusted .... and they generate a wonderful sensation not like a modern fuel injection system ....
I have a guy specialist in carburetor near me, that has reconditioned the 4 weber 38 DCNL of my QP 4200 engine....indescrivible!
In italy is not easy to found a expert ....

Fabio

PRESENT: 575 F1 HGTC ROSSO CORSA 2004' - MB CLS 350 CGI 2007'
PAST: 550 ROSSO CORSA 1998' - MB CLK 240 2002'
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post #5 of 12 Old 08-22-2013, 07:12 AM Thread Starter
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Thank you Fabio. You know I wonder how rarely the "specialist" actually do own all the instruments to correctly measure and adjust the ignition points and moments. Or look around yourself in a specialist Garage and how often do you still see thos big metal benches to lathe, to CNC turn or generally machine parts by themself ? Rarely so.

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post #6 of 12 Old 08-22-2013, 10:39 AM
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212- The workshop manual tells you how to build a distributor tester for setting up the points and telling whether they were too worn for reuse. I built one for my old Daytona and it was easy to use with just a test lamp and a degree wheel from a pilot navigation tool. Unfortunately, it did not do distributor advance, which needed a much more sophisticated distributor machine.

Happy for you she is running well and she should be good for thousands of kilometers without ignition problems.

Taz
Terry Phillips

Present: 575M 135171
Past: Dino 246 GT 02984, 365 GTB/4 14009, 308 GTS 25125

Every day I look around, and if nobody is shooting at me, it is a pretty good day.
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post #7 of 12 Old 08-22-2013, 11:20 AM Thread Starter
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Quote:
Originally Posted by tazandjan View Post
212- The workshop manual tells you how to build a distributor tester for setting up the points and telling whether they were too worn for reuse. I built one for my old Daytona and it was easy to use with just a test lamp and a degree wheel from a pilot navigation tool. Unfortunately, it did not do distributor advance, which needed a much more sophisticated distributor machine.

Happy for you she is running well and she should be good for thousands of kilometers without ignition problems.
Nothing surprises me anymore about your deep competence as prooved over and over again on this forum. You know Terry, I was thinking, that you could/Should organize a weekly workshop (against Pay of course) to educate those interested Classics drivers on this forum on our real cars here. .....and combine it with a nice attendence of a european FLED!

Present: 365 GTB/4, Scud
Past: 250 GTE, 250 PF (2), 275 GTBsn, 330 GTC, 456GT, 550, 360Stradale, 430Scuderia, F40, F50
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post #8 of 12 Old 08-22-2013, 11:57 AM
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212- Not me. I have not turned a wrench in years except for minor repairs. In the olden days in Clovis, NM, there was no choice since there was no dealership or independent anywhere near where I lived when I had the Dino and Daytona.

You need someone like John Cribb, who actually still works on his own cars.

Now the FLED part sounds interesting, but it will be a while.

Taz
Terry Phillips

Present: 575M 135171
Past: Dino 246 GT 02984, 365 GTB/4 14009, 308 GTS 25125

Every day I look around, and if nobody is shooting at me, it is a pretty good day.
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post #9 of 12 Old 08-22-2013, 08:13 PM Thread Starter
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Quote:
Originally Posted by tazandjan View Post
212- Not me. I have not turned a wrench in years except for minor repairs. In the olden days in Clovis, NM, there was no choice since there was no dealership or independent anywhere near where I lived when I had the Dino and Daytona.

You need someone like John Cribb, who actually still works on his own cars.

Now the FLED part sounds interesting, but it will be a while.
Ist 6a.m. here in Switzerland and the day starts on a sad note with your answer....not good:crowng rin:. Well it was a try.

Present: 365 GTB/4, Scud
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post #10 of 12 Old 08-23-2013, 09:23 AM Thread Starter
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Picked "D" up 3 hours ago and drove the car 200km's. It's another car. Breathtaking ! Really, what a change. I fall in love again !
Before leaving, we test drove it and the mechanic explained me every detail about the errors from before he took over:
Firstly he said the car is mechanically in great shape, great compression everything really fine engine wise.

Problem 1 Carburators: They did not open fully at full throttle (wrongly adjusted) 2 jet holder screws too short (wetting that carburator), below all idle jets have been small copper slaps/discs, which is wrong (artificially shortening the screws/jetholders) as this way the idle jets run to fat, therefore at idle the car runned to fat as well. The throttle is now much longer in distance and the car explodes in power (relatively speaking) when smashing the throttle above 4'000 rpm.

Problem 2 Ignition Distributor: the cams within the distributer have been running dry, without fat, one circuitbreaker was loose, two condensers have been old and "smashed thru", one was half burned too and one ignition Distributor was at the end of possible position (in the screw fixing hole) in a 0 degrees position (instead of 12 degrees). Hope I have explained everything in a halfway correct technical english ?!

No wonder there is a difference in driving. According to the bills of my old mechanic, those Distribution adjustemts and part changes within it have been done 12 month and 6 month ago. Hardly imaginable that they have been done correctly in summer '12 and winter 12'/13' !

Thats it. I'm HAPPY.

Present: 365 GTB/4, Scud
Past: 250 GTE, 250 PF (2), 275 GTBsn, 330 GTC, 456GT, 550, 360Stradale, 430Scuderia, F40, F50
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post #11 of 12 Old 08-23-2013, 10:59 AM
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Great to hear that happiness is around at your place, Rolf!
Hope the 'new' D is treating you well...

Gus

Quit work - Get some stuff - Go somewhere - Have some fun
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post #12 of 12 Old 08-23-2013, 01:19 PM
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212- Wow, sounds like nobody ever bothered checking dwell and timing on the points or timing at 5000 rpm on the flywheel. Pretty basic stuff, so glad your new guy knows what he is doing.

Taz
Terry Phillips

Present: 575M 135171
Past: Dino 246 GT 02984, 365 GTB/4 14009, 308 GTS 25125

Every day I look around, and if nobody is shooting at me, it is a pretty good day.
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