George, I see from your website that you offer two versions of the F430 conversion, one involves removing the transmission and the other does not. Aside from the labor involved, what are the differences and or advantages/disadvantages in the two procedures? Do they mainly concern differences in the clutch master cylinder and type type of fluid used? Also my 430 is a 2009 model, I understand from another thread that some of the later models did not come from the factory setup for the six speed manual. Am I correct in assuming that this can be determined by examining the firewall?
George, I see now, from your website, that some of the later production cars do not have the 30 mm. hole leading to the front trunk and that you will provide all parts necessary for the modification. How difficult is the installation of these parts? Is it simply a matter of drilling holes in the correct place?
Rob I think the easiest way to see if your car is set up for conversion is to remove the cover behind the passenger seat. Look in the far corner for a black plug which is where your shift cables run thru. You can see it where the green arrow in this pic is pointing to. Also it may be easier to ask George to call you thru a pm Image Unavailable, Please Login
Thanks Lorenzo! I decided to post my questions here so that others could benefit from the answers. When and if the time comes I will certainly be talking to George.
Thanks Rob, I appreciate it when people ask the questions here so we can one all learn and two save others from having to answer the same questions multiple times.
I plan to do this conversion as soon parts are available for my 2005 F430. Will post the process and any additional suggestions/tips during installation.
What part of the World are you in? There may be others close to you that have done this already which would be very handy.
Thanks, I am in Puerto Rico, nobody here had done that conversion, small island but I am a mechanic with experience in Ferrari and Porsche willing to help others as well.
Short off topic reply .... I like your handle @997 I have had a few 911s over the years. Mostly GT3s but a few 993s.
Good taste, I now own mostly Ferraris but sold my loved gated 997tt last year. Looking for 930 (85-89) turbo to restore it, in any condition.
I just reached out through the Dr s website. I had a factory gated car previously. Looking forward to converting my 06 f1!
In the same page. George is a very nice guy, he should reply soon. If you have any questions during the conversion feel free to send me a PM. cheers
Yes it is, I was thinking that I'd wait until it was time to do the clutch and then do the transmission out version of the conversion.
I was originally thinking the same, meaning find a 360 F1, wait until it needs a Clutch Replacement and do the Conversion at that time. One thing I am wondering about though... maybe the Thrust Bearing for the F1 is more reliable then the Thrust Bearing of the non F1 Car. I say that because I think the F1 Thrust Bearing is basically almost always being used, you can not really disengage it like you can in a 3 pedal car. You know in a 3 Pedal Car when you put it in Neutral and Release the Clutch Pedal the Thrust Bearing is 100% free with no contact on any surface. So hopefully the Spec on the F1 Thrust Bearing is higher to take into account that its always has some contact. If that would be true I would want to keep using an F1 Thrust Bearing in the Conversion since very often you need to drop the Tranny on 360s and F430 not because the Clutch is worn but because of a failing Thrust Bearing. So to summarize if the F1 Thrust Bearing is more robust then the non-F1 Thrust Bearing, I would continue to use the F1 Thrust Bearing in a Converted Car. Oh and I am used to calling the "Thrust Bearing" a "Release Bearing" not sure if any of you also relate to it with that name. Thoughts...
In the States it's a called throw out bearing. My thinking is that if you do the transmission out version of the conversion that you would use the same throw out bearing or thrust bearing that is used in the factory gated versions. I have not heard of them being a weak point.
I think the throw out bearing is only used when changing gears... never when in - gear cruising, as the fork does not apply pressure to the disk ? Or at least that's what I thought, and I did change my own clutch on smaller cars when I was younger. Am I way off here ?
Absolutely using the gate version of the bearing makes a lot of sense especially since then you can use the brake master cylinder versus having to add a 2nd master cylinder for the F1 fluid. As I said the gate method is what I was originally thinking but if others more knowledge then me re-enforce that the F1 Bearing is more robust then the Bearing used in the Manual, I would keep using the F1 Bearing. I am aware that Hill Engineering make a superior Bearing then the OEM Ferrari one so with that in mind if you are doing the Conversion when its time to change the Clutch then using the Hill Engineering Bearing would be the route I would go.
That is true for real manual cars but not the Ferrari F1 Single Clutch Car. Actually even in real manual cars any time you press the Clutch pedal in you know like when you are stopped and still have the Car in Gear... the Bearing is being used to allow you to do that.
F1 and gated use the same TOB. The inside seals however are different due to requiring different fluids and have to be changed in the conversion unless you run a separate master cylinder resevoir.
