Here is a recent shot that I took at the shop.

The Blue Boxer is finished right now after a full re-paint, new adjustable ride height shocks and a major service.

The 166 is getting ready for assembly to make sure all of the trim fits and panel fit.

The 365 GTC/4 on the lift it getting closer to finalize the restoration. We are making sure all of the electrical things work and just sent the ignition key steering lock off to have a new key made after breaking the old one in the switch.

The Daytona was painted and assembled by another shop but came to us to diagnose a poor running condition.

I have never advertised anywhere that I make Air Conditioning systems for Ferraris but somehow people continue to contact me to build a system for them.

A man in CA. heard that I have the jigs and know how to get all of the parts to equip his car with a very original style system with the original type hose ends and cotton braided hose. We also built brackets for the original style York compressor. Through various contacts, I located all of these parts, sent many things off for cadmium plating and sent off a diagram on how to wire everything and route the hoses and wires.

One thing that is missing to complete a system are the dashboard vents that double as temperature switch and fan speed switch. I am in the process of tooling up to re-make these vents and knobs that will work with modern replacement switches.

If you know anyone who needs these vents let me know. It will cost a small fortune to make the molds for these and I will also have to make the chrome trim pieces so I would like to have some interest to help out with the cost.

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!

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

Power specs here!

As I mentioned earlier, I brought 3 Ferraris to do some test runs on the Chassis Dynomometer in Burlington. I was very impressed with the results. Ferrari has been known to embellish the horsepower figures of there engines but we found the actual readings closer (not as high) to the factory figures.

Here is a youtube clip of the 365 BB run

After doing all kinds of work on a 1967 Ferrari 330 GTC we are now going through the transmission. We overhauled the engine last fall and after our customer spent the spring and early summer driving the car he realized that the synchronizers were too worn for him to enjoy driving the car.

We are going to replace the bearings at the front of the transmission but all of the other bearings look great. All 5 synchronizer bands have been replaced even though the second and third gear synchros were the worst.

These transmissions are straightforward to work on provided you do not have to deal with the spacing on the pinion shaft.

I bought another Ferrari 365 GTC/4 recently, a car that is blue chirao metallic just like the color we painted our project C/4.

With original paint and interior this car is so special. It is clean and detailed nicely even with some old age related deterioration. The interior has that special smell associated with leather, wool carpets, latex foam mixed with the years of oil and gas fumes!

The other reason that this car is so appealing is because the engine and transmission have been overhauled. There are photos of the engine break down and of it on the dynomometer, service invoices and dyno sheets. The engine does not leak a drop of oil and the transmission shifts like a dream.

As of this entry, the car has sold but I still have my 365 GTC/4 for sale. We are currently assembling the body, getting all of those tiny trim pieces assembled around the door frames. This car will probably be one of the nicest ones out there with fresh engine, trans, brakes, paint, and detailing. I am excited to do another post on this project.

What would cause the shift lever to move forward and backward upon decelerating and accelerating? I am not talking about a 1/4″, more like 1-2 inches. The transmission was quiet and the ring and pinion are totally silent so it could not be the pinion shaft cluster that was loose.

We pulled the trans-axle and something very unusual happened, we found a simple problem that required a very simple solution! The forward most ring nut on the main shaft was loose and it did not do any damage to the rest of the gears or bearings. With this nut loose, the selector rings were moving which made the shift lever do the voodo dance.