Could someone kindly please post the spec. for 250 main and big end journals? Many thanks in advance Theo
My apologies for hijacking Theo's thread. Are there any/many differences between a 250 GTE crankshaft or 250 GT PF and competition cars like 250 TR/TdF/SWB/GTO and if so are you willing to let us know?
I found out the spec. For future reference it is as follows: Mains 2.3602-2.3607 Big ends 1.6235-1.6241 As far as I am aware there were two types of crank. The difference being the rear oil sealing - early cranks used a 'dial' or scroll. Later cranks used a conventional lip seal. All had 12 counter weights. Here is an early crank with the dial at the rear. Pretty beautiful thing - even when a little dirty! Image Unavailable, Please Login Image Unavailable, Please Login
AFAIK the rod bearing halfs are 1 mm wider from the GTO than the GTE. I have here in stock those wider bearings, but don´t know the diameter yet. to long ago I got them. but if someone interested I will check
There is a very specific reason that Ferrari went to dry sump systems in comp GT and Prototype(TEAM TRs are REALLY prototypes by this point, IMO)cars after Le Mans in 1959.. The blocks for dry sump engines are differently made in very minor-yet significant ways-as are the crankshafts. Also, comparisons of the designs of these oiling systems: between say a/// 335S/315S and a TRi 60, are largely moot as the fundamental designs are so intrinsically different from a 3 liter, 4 stud engine(head bolt pattern). The principle area of focus/concern was the rod bearings and why they ALL failed in 1959.... After this running change in design, these cars with this class of engine was essentially unbeatable until 1965....sort of like the New York Yankees of the era...
Engine BLOCK Main bearing HOUSING BORES: this applies to ALL tipo 128 and 168 version blocks with the 60MM crankshaft main journals(not the early 55MM versions-there is a difference, obviously) 63.657MM to 63.670MM or... 2.5061811" to 2.5066929" 68 degrees F, 55% relative humidity, 8 hrs. to normalize...ANY competent machinist can hold a tenth, going to zero, as its called... picture nice, but, in era, its most probable that the machine actually used was: a BERCO "RT" series crank grinding machine-incredibly accurate machines and widely still in use today. NOT a CNC sort of affair...that's for Chevy and Toyota....FWIW/IMO...
