You're more lenient than I am. I give one option, do it right or you're free to go elsewhere.
Honestly..I'm tired of fighting with people. I'm tired of dealing with people buying expensive cars then constantly complaining about what it costs to service them. Here is the minimum and here is what you should be doing. My minimum is non-negotiable. Fight me on that and you can see yourself out.
I highly doubt it. IIRC the factory service manual only talks about degreeing cams during the rebuild section. The belt service/variator/cam seal service, etc. only tells you to find TDC and lines the factory scribes up with the cap marks. Ferrari seems pretty specific about labor times, etc. when it comes to dealers so I'm sure they are only doing what the manual calls for.
That was in response to his question on whether Ferrari dealers degree the cams when doing belt service.
And mine was in response to how little you know about Ferrari technical information, service time schedules and procedures.
I agree it can be tiring. I've had many say 'I'll sign off on it' but if there's a problem they will just say I was the last guy to work on it, not that they refused to do what was suggested.
No client ever said " The bad job is my fault, I told them to cut corners". I am very fortunate. I am offered far more work than I can possibly do. I have no hesitation to turn down jobs and do it regularly.
If you are only using the timing marks, I think you could easily be off a degree at the cam - especially if there are very slight variations in belts, key ways, wear, etc. There is a 2:1 relationship between the rotation of the camshaft and crankshaft, so even one degree off at the came could result in 2 degrees at the crankshaft. When you are dealing with a motor that spins 9000+ RPM's, those degrees matter. Frankly, even working on engine timing when the garage isn't at 20 degrees C is upsetting to me. But people out there do it. Ray
I believe that is in the overhauling/variator section. I have the digital version, I would assume it's the same but I could be wrong.
It's the section on rebuilding the motor and installing the camshafts, but it's specific in general to timing the engine. Ray
Those "timing" marks are only assembly marks to prevent you from bending a valve when installing the cams. Lock and swaps are fine if you trust the last guy who timed the cams.
They were very specific that they needed to be timed every time they were disassembled until they recalled them for variators and had to pay the bill then it was just line up marks and send it. These cars are easily timed in the car and we do it on every belt service. A whole host of issues can be solved with correctly timed engines. I have seen the scribe marks off by as much as 10 degrees.
To expand, the marks at the front were assembly marks provided to get close prior to degreeing. The hand etched marks at the back were made by the guy who timed it. Those are there for one purpose. If during testing it fails and needs to be taken apart he can reassemble without redegreeing. Of all the assembly stations, in those days engine department was under the most pressure. If it was short 1 finished engine today, 2 days from now final assembly would be short 10% of daily production. Heads would roll. They were in a hurry. They knew what they could get away with and what would get past dyno runs. Its why there was such a big variance of performance from car to car. Its why marks could sometimes be so far off.
One of the reasons I removed my cams to have the variators replaced rather than doing them in situ...locking the cams from the very back and then putting that much pressure on them to unscrew the variators just seemed like a terrible procedure that was thrown together to save money since Ferrari was footing the bill for the repair.
Would you be willing to share the digital version with me or to give me a hint where I could obtain a workshop manual that fits for a 2004 CS please? Unfortunately I do not have the forum permissions to write private messages yet
My 360 is due for a belt change. My experience with degreeing a cam has generally been limited to the small block/LS platform. Aside from the workshop manual, are there any references/guides/best practices out in the wild specific to the 360?
There are thousands of threads on this forum relating to belt changes. In terms of degreeing cams, this is one of the best write-ups. All the soecs and tolerances can be found in the WSM. https://aldousvoice.com/2016/04/24/ferrari-360-engine-timing/ I got mine for the Modena off ebay, it was not expensive. I'm not sure if there is a separate version for the CS.
