'nuther couple of updates. Here are the new wires cut and laid out, along with the two rebuilt distributors. Change in plans though, I'm now going to put all the spark and advance management into one distributor. The likelyhood that the two distributors advance curve ever really were, or could be perfectly matched is remote. This will make tune ups easier, and realistically should make the enging run smoother during accereration. It will still have two, just one will only distribute spart to the proper plug, while the "smart" one will have all the features.

No, the 3X8 is not turbocharged. This one has an aftermarket supercharger though.

Actually, in Italy in the 70s cars over 2 liters in cid had a big tax assigned to them. (Sounds like an Obama idea). So Ferrari had a local market 208. The tiny V8 was turbocharged to be on par with the normal 308 3 liter cars. The 208s are rare.

Other turbo V8 Ferraris included the 190 mph 288 GTO and the 201 mph F40.

Now your Ferrari education has begun. DC33 can fill you in on their racing history.

There is no off on the genius switch.

Must be the way I feel when you guys talk about computers.

Surely you picked up some technical insight in the text above. (Besides the bowl of cherries. )

That's all for now, hoping to get some of it back together in the next few evenings and try it out.

Oh yeah, the patient:

Plug wires. Distributor caps looked real good, thankfully, because they cost a small fortune, but the old 7mm wires were getting stiff. Checking them all with an ohm meter, found a couple suspect ones. One completely broken down internally. I had a 7 cylinder 308. Now have new 8mm wires installed. The universal "cut to length" box of wires I found only had one coil wire, so I still need to make up one more, then the wire job is done. Here is the old stuff.

Note the bowl of cherries on the table. I have a really good helper when it comes to these things, and nourishment always arrives just in time.

Rebuilt distributors. New single points system in each one. Ferrari has a very complex method of running retard points at idle, then they cut out via a throttle position switch and the "P2" points trigger the spark during the advance curve. Now have a single set of points in each dizzy and a conventional muscle car curve that runs from 6 degrees BTDC at idle to 34 degrees advance at 5000 rpm. The factory's dual points system in an interesting theory, but different than how I have run dual points in the past. On one drag car I set it up to turn off one set of points in high gear and used that to retard the timing a couple of degrees for that final pull thru the lights, or when I his the nitrous button. Anyway, on this one I'm figuring less is more. Keep it simple.

Also new condensors and cleaned, lubed all the advance mechanisms. Bearings felt great. Here is one of the distributors coming apart.

Next was the ignition. Yeah, I should really go with an Electromotive crank trigger electronic system, but trying to stay in budget, I'll do the best I can with this.

Replaced the stock 32 year old coils with Bosch Super Coils. Likey getting around 18,000 volts discharge from the old ones, these are rated at 45,000. Ferrari calls for a .022" plug gap. I should be able to open the gap to something more reasonable and actually get a flame inducing spark.

A few things in process on our 308. Hoping to actually drive this thing again soon!


Sorry for the poor cell phone pics, but you should get the idea.
Top right corner shows the new Mallory fuel pressure regulator. Past dual stage pumps flooded the carbs, this is a boost compensating device now that will allow low (3.8 to start) pressure until the boost come in, the raises fuel pressure on a 1:1 ratio as the boost climbs. Watching the carbs while turing up the pressure shows me how much pressure I can run before it pushes past the needle and seat, so I think I can still run up to 6 psi boost before the float can't meter out the fuel. At that point it may be needing all the fuel It can pass anyway, so flooding may be unlikely. At least now, when the demand drops, the regulator will send un-needed fuel back to the tank so pressure drops back, reducing the raw gas, flooding and flames.
Also tonight will finish setting float levels and get the carbs back together. Have new main jets and air correcing jets installed. Playing with those combinations is kind of like picking lotto numbers, but I think I found the sweet spot according to plug readings.

LOL!!!

One unfortunate Gallardo transmission.... $31,000

Two crappy Diablo paint jobs, clear bras and service.... 4 months.

William offering his show plaque to Dan... PRICELESS!