Following a couple of quiet years the restoration project is now back on track. The engine is now being re-assembled by the technicians at Headshop UK in Warrington.
The bottom of the engine is finished and some more seals and chains need to be sourced to enable the work to continue. The Flywheel bolts will be from our own factory at Thomas Smith Fasteners in Greater Manchester.
The combined Oil/Water pump was initially thought to be a challenge but it looks a lot simpler with everything cleaned up.
No more hold ups are envisaged with the engine rebuild. More on the progress in the coming months, keep checking out the Thomas Smith Fasteners news blog!
This classic car restoration project is proving to be slower and more challenging than anticipated! Our last report hoped that work would start in early 2014, but at last in summer 2015 the engine restoration is starting to gather pace.
The image below shows the engine block with the original Ferrari identification numbers – F101 AC 001 number 00174.
A new set of pistons were received from JE Pistons in the USA and replacement valves also arrived in Autumn 2014.
The engine has been thoroughly examined and cleaned, the piston liners machined and little other damage was found.
A few of the engine studs showed thread damage, and as Thomas Smith Fasteners is a leading manufacturer and supplier of both metric and imperial fastenings to the classic and historic car industry, we were easily able to manufacture the replacements in Grade 10.9 material (with M8 x 1mm pitch one end and M8 x 1.25mm pitch the other) on our CNC machining centre.
The studs have recently been delivered to John at Headshop (UK) in nearby Warrington. These studs will be used in the rebuilding of the short engine using the gaskets that have been supplied by Maranello classic parts.
The plan for 2013 was to replace the boot lid and start to make good the bodywork. Contact was made with HMG paints in Manchester who analysed some of the paint from the car in their laboratory and mixed an exact copy mix which they supplied in both a touch up canister and in a tin suitable for spraying.
The summer of 2013 turned into a nightmare. The car started to use water and soon it was noticed that the oil and water were getting mixed.
Little compression on the cylinders, the future looked bleak. The mechanic said that it must be the head gaskets but wouldn’t predict which bank was involved. Other sages said that it could be the combined oil/water pump or the head gaskets or a cracked block.
A decision was taken to take out the engine, rebuild as required and fit a new clutch at the same time. My mechanic was already committed for the following year but he kindly put me in the direction of a Ferrari and race preparation garage in Holmes Chapel who directed me to a specialist classic repair place nearby. When first visiting there, they were finishing off a full restoration on a 365 2+2.
2012 started in an optimistic way. The rotten off side door sill was cut out and replaced with heavy gauge material.
The exhaust system had been modified in the 80’s when it developed holes in the silencers. To shorten the pipework and the cost, the steel outlet pipes were re-sited to exit beneath the doors.
They worked well but left a gaping hole to the rear which looked odd as the bodywork was designed to accept the double banks of twin pipes from the V12.
Contact was made with another owner of a RHD 365 GTC/4 at the tremendous Silverstone Classic event where he was showing his excellent condition blue car on the Ferrari owners stand. He told me that he had a stainless steel exhaust which was surplus to requirements which fitted easily onto my car. Although the previous design was quirky and unique it was not as Ferrari intended!!
Driving was limited to local runs during the summer of 2010. The car was initially fairly easy to start from cold especially if the battery had been charged but needed to cool down once hot before it would restart.
Electrical investigation diagnosed a faulty alternator and a rewire was all that was needed to ensure an efficient charge which kept the battery healthy. This helped with the initial start from cold but once hot the start problem persisted.
Overall 2010 was a good year having passed the MOT and being able to drive on the roads.
2011 trips became longer, up to 60 miles round trip, and up to to the legal maximum speed of 70mph.
In the summer of 2009, the car was moved by trailer from the barn to a local garage as efforts to start the engine failed. A direct petrol feed was even tried because we assumed that the tank and fuel lines would be contaminated and blocked. Previously, the engine had been turned over by hand and the pistons moved freely.
At the garage, the fuel tank was removed and cleaned, new pipes and Bendix filters fitted and with the help of a new battery and a large battery booster plus a new set of plugs it was time to try to start the engine in anger. The V12 engine fired into life, sound was beautiful!!
Some work needed to be carried out before presenting for an M.O.T and driving on the road. A front wing was perished and a new wing was hand formed to size and welded in place.
The braking system was seized and needed renewing. The calipers were rebuilt and the pipes renewed, the handbrake needed freeing as it was seized and a replacement cable was fitted. A new tyre was needed but the other Pirelli’s were more than fit for purpose. All that was now needed was a small amount of electrical work and a headlight bulb for one of the pop up headlights. Before presenting for the MOT test,a horn was required and a small one was acquired which was quite inappropriate for this majestic car.
On 3 February 2010, PMX 310K – Ferrari GTC/4 passed it’s MOT and returned home.
Here is a brief history of our Ferrari 365 GTC/4 that will be undergoing renovation.
Our barn find was originally ordered on the Ferrari factory by the UK agents Maranello Concessionaires in October 1971. The purchaser was Gerald Ronson – who at the time, amongst his many business interests was chairman of H.R. Owen Ltd. The sales contact at Maranello was Mike Salmon, the well known racing driver who drove on many occasions at Le Mans and other important sportscar events. Mike Salmon raced many iconic cars including Aston Martin DB4, Jaguar D-type & XK120, Ford GT40, Ferrari 250GTO & 250LM.
The 365 GTC/4 took longer than expected to arrive in the UK, but chassis / engine No. 15131 was eventually delivered in June 1972. The car was painted Rosso Nearco 2.664.032 It, with leather upholstery in Beige VM 3218 and fitted with Beige carpets. The price paid by Mr Ronson, a good Ferrari customer, was £7,850 less 12.1/2% discount plus purchase tax of £1,964.37 making a total of £8,529.01 . A delivery charge from Egham to London was an additional cost which did not go down well with the purchaser. In response the supplier advised that they had to charge £2 per hour for delivery and the time involved was 3 hours. Incidentally, Maranello Concessionaires paid Ferrari only £4,710 free Italian Border for the car.
The car was launched at the Geneva Motor Show in March 1971. It was a 2+2 (very small rear seats) designed by Pininfarina with a 5 speed box.. The engine type was F101AC with 4390cc V12 capable of producing 340 bhp @ 6200 rpm. 6 Weber 38DC0E 2 barrel carburettors are fitted. Top speed is 163mph at 6850rpm.
The production run ended in 1972 and by then 505 units were built of which only 50 were RHD.
Aubrey Garton bought the car in 1977 and the car remains in his family and is now owned by his son Tim. Tim Garton is a Director of www.thomassmithfasteners.com who supply the classic car industry with BA, BSF, BSW, UNF, UNC, & Metric Fasteners, Bolts & Nuts in all Head Shapes, Material Grades and Material Types.