It’s been over two months since I last reported on the “Infamous Craigslist 1976 Ferrari Dino 308 GT4” Project and an embarrassing six months since I purchased the car and made the grossly optimistic statement that I’d have the horse prancing down local streets in three or four weeks.
As you might remember from my last installment, I failed miserably in my eleventh hour effort to finish up its major service (timing belts, carb rebuilds, fuel lines, etc…) by setting the ignition timing and adjusting the carbs so I could bring the car up to Issaquah, WA for the All-Italian show. Hopes were thoroughly dashed when all timing manipulation in the world still didn’t cure the horrible misfiring that has plagued the car since its last owner had the engine rebuilt. This time there was an additional problem: more oil spilling to the ground from the general top-of-the-heads region than an early 1980’s Commodores and Kool & The Gang double bill.
Continue reading after the jump!
The backfiring (which was what scared off plenty of other buyers) indicated something was still obviously wrong in the ignition system. The Ferrari V8’s ignition system is so sophomorically complex — in a way that only an Italian or British car could be, I knew the core issue wasn’t likely to jump right out and announce its presence with authority. To further explain, the 308 GT4 has two ignition coils (each with its own ballast resistor) feeding two distributors. Inside each distributor are two sets of points, each with its own condenser — retarded points for start up and a normal set on which the car runs when warm. Both distributors are wired to a single switch, which controls which points are used. You’ve probably figured out by now that each distributor feeds a single bank of four cylinders.
During the first tear-down back in February, I noticed one of the ignition coils was leaking, so I replaced both and figured I had solved the rough running. Since this obviously wasn’t the lone culprit, I again pulled both distributors for closer inspection. Both caps and rotors looked good, thank goodness, since these are egregiously expensive parts. I sourced two new condensers from the local auto parts store for $6 total. (Fiat condensers are perfect and cheaper substitutes.) One distributor shaft had enough slop to affect timing precision, so I took the opportunity to replace the worn-out inner bearing. Since the bearing is riveted within a plate, this wasn’t an easy task. Much easier was to remove and press on new outer bearings on each distributor for good measure.
Putting the distributors back together went smoothly. To simplify things, I decided to remove the retarded points circuits, which served no other purpose than to circumvent EPA regulations. While reinstalling parts and setting the points, I noticed a glaring issue: the previous owner’s mechanic had put the retard points in the primary position on one of distributors! Putting the points 180-degrees off will definitely make it run like crap!
A little clean up of the rear cam cover gasket and additional silicone sealant went on to try to solve the oil leak. Then the distributors went back in. With some help from the jump box, the 308 GT4 came to life with a much more Ferrari-like idle.
Unfortunately, oil was still leaking – some from the rear cam cover at the air pump pulley seal and a whole bunch more from the front cam cover. In pulling the front cam cover again today, it became clear that the gasket hadn’t seated properly. Hence, when the cover was tightened, the gasket ripped.
Thanks to GT Car Parts in Arizona, new gaskets will arrive overnight. It’s a small job to put them in, which means the car could be driving by Friday…
..but that’s a best case. At this point I wouldn’t be surprised if this storyline continues for a few more months!
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