Ferrari Craft » 365

Ferrari 330 GT 2+2 transmission

admin — Sun, 25 Apr 2010 13:40:42 +0000

Still looking for someone to explain to us why Ferrari went from the compact light weight and wonderful shifting transmissions in the early 166/195/212/225 cars to enormous and heavy cast iron transmissions on the later 250/330/365’s. Here are photos of the 330 2+2 5-speed and a 166 5 speed. There is about 100 lbs difference in weight and a considerable size difference. Did Ferrari use some truck or tractor transmission for these later cars?

The blue 330 GT 2+2 that came in earlier this year ended up needing an engine overhaul but I was fortunate to be able to drive the car prior to breaking it down. The transmission shifted perfectly but on acceleration/deceleration the shift lever moved back and forth significantly. As some may remember, this same thing happened to a 330 GTC transmission a few years ago and it turned out to be a loose ring nut on the main shaft.

I was certain that we had the same issue on this 330 2+2 and when I took off the top cover, it was instantly obvious that the ring nuts at the back of the main shaft holding the gear cluster on were totally backed off. They are doubled up to jamb together to prevent loosening plus there is a locking tab for extra protection on backing off… but still, someone managed to mess this up. Thankfully no damage was done to the internals.

Huge Ferrari transmission

Early Ferrari 5 speed aluminum transmission

loose ring nuts on a Ferrari transmission

Shot at the shop

admin — Tue, 25 Nov 2008 15:04:00 +0000

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.

Another A/C system ready to be delivered

admin — Sun, 23 Nov 2008 15:57:00 +0000

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.

Dyno Results for the 330 GTC, Daytona Coupe, and 365 BB

admin — Thu, 02 Oct 2008 12:47:00 +0000

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!

Ferrari 365 GTB/4 Daytona on the Dyno

admin — Tue, 30 Sep 2008 18:45:00 +0000

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

Power specs here!

Ferrari 365 Boxer on the chassis Dynomometer

admin — Sun, 21 Sep 2008 18:35:00 +0000

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

Overhauling a 330 GTC transmission

admin — Fri, 11 Jul 2008 15:58:00 +0000

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.

Another Blue Ferrari 365 GTC/4

admin — Sun, 13 Jan 2008 19:39:00 +0000

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.

Ferrari 330 GTC transmission

admin — Tue, 21 Aug 2007 00:07:00 +0000

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.

Ferrari 365 C4 project

admin — Thu, 28 Dec 2006 12:40:00 +0000

We have been working on the C/4 project and have the engine apart and ready for shipping to the machine shop. The engine ran well but was very smoky, big surprise. With only 45,000 miles on the odometer I was curious to figure out what caused this oil burning, was it broken piston rings, bad valve stem seals or guides? We do not get to open up too many original engines around here so it is a pleasure to work on something that we know has not been messed up by someone who does not know what they are doing.

Upon close examination I found all of the piston clearances to be prefect and no rings broken or even having lost there spring temper. What we did find is a weakness that most Ferraris suffer from — absolutely worn out valve guides. In looking at the design of Ferrari cylinder heads, there appears to be no reason for complete wear-out at 40,000 miles. They have long guides and they do not suffer from seats and guides that come loose like other engines. My experience tells me that with these engines powered by multiple carburetors, the valve stems often have the oil stripped away from excess gasoline, creating this intense wear. I will also go so far as to blame the driver of the car for constantly “jabbing” the throttle, which shoots raw gasoline from the accelerator pump circuit into the cylinders washing down the bores and valves.

Needless to say, this engine is going to have new pistons, rings, bearings and a full valve job. It will be fully detailed and running as new. I am looking forward to posting the before and after photos.