I wonder how long it has been since this C/4 has been together? We bought it with the engine out of the chassis and do not know how long it was apart before we bought the car.

Anyhow, after painting the car, re-upholstering some of the interior and replacing all of the shocks, now the engine is back in and getting close to propelling the car again.
I am excited to drive this car because we have done so much to make it a great car.

I think I know why this high miles Lusso was garaged for so many years. I would guess that it was driven the 95,000 miles when new, then the clutch gave up, a valve lash screw came undone and numerous other things seemed to have given up that sidelined the car.

We are overhauling and detailing this engine as well as the engine bay so when we decide to re-paint the car this area will be gorgeous! We are installing higher lift camshafts and slightly higher compression pistons to make this car perform a little more like a competition SWB.

A 70,000 mile 1972 Porsche 911T came into our shop after sitting for man yyears in a barn. The brakes were sticking, shocks were bound up and the engine had numerous oil leaks and was pushing smoke out of the tail pipe.

We decided to repair all of the items to make the car safe to drive. We replaced all of the shocks, re-built the brakes, re-finished the wheels and addressed a number of other items. The car went down the road like a champ, but the smoke and oil leaks hindered going further. Also, the knocking noise in the timing chest were too bad to ignore.

We decided to break down the engine, perform a valve job and install new piston rings. We are not going to split the case but we will replace all of the seals and gaskets. One thing that was a issue was the original chain tensioning units collapsed which would be catastrophic had we driven the car more.

Needless to say, we are going to replace the tensioners with the updated oil pressure charged units. Have a look at the slack in the timing chain on the LH bank!

OK, the wait is over, the HP and torque results for the 3 Ferraris was as follows.

330 GTC. 287 HP and 284 Torque. See the video here.

Daytona Coupe 337 HP 315 Torque. See the video here.

365 Berlinetta Boxer 328 HP and 288 torque. See the video here.

I will work to put the graphs on the blog later this week so you can see the HP and torque curves. It was interesting to see the peak torque curve on the BB to be at under 4000RPM!

The 308 engine is finished and has been test run with great success. Unfortunately I did not get a chance to video the engine running because Casey broke down the set up before I got there with the camera. Anyhow, no leaks or problems. It tuned in well and works well with the Crane Cams ignition that was installed on the car prior to us starting this project.

Here is the third and final car on the chassis dyno. An early production Daytona.

Power specs here!

We sold this 1967 Ferrari 330 GTS a year ago and much to our embarrassment, the car never ran properly for the new owner. It would run out of power at low speed and run poorly at idle. It seemed to behave at speed but who cares when every other area it seemed to misfire. Even though we overhauled the engine less than 500 miles ago, it never performed well for the new owner.

What we found was that one of the Weber DFI carburetors had a casting flaw that allowed fuel to leak from the float chamber to the intake stream UNDER the throttle plate. You would look into the venturi as the engine ran and witness no fuel dripping as we often do when an accelerator pump diaphragm leaks or a float level is set too high but we couldn’t see any dripping.

It was not until seeing some excessive steam/smoke coming from the carburetor choke fueling cylinders 9-10 that I pulled the carburetor.

Fuel was indeed leaking under the throttle plate through the idle air bleed screw.
Now the engine runs perfectly and the car is off again to the new owner!