The valve adjustment shim on top of the bucket design was originated by Aurelio Lampredi used on the FIAT 1100cc SOHC engine circa 1960's. Previous shim-bucket valve adjustments designs put the valve adjustment shim under the bucket mandating remove of the cams to access the shim. This valve actuator design plus an extremely stif/stable valve train, short stroke and stroke to con rod ratio of about 1.8 and rigid and strong bottom end allowed that vast produced FIAT 1100cc engine to rev to 9,000RPM as delivered problem free. This design was carried over to the Lamprdi twin cam (won six WRC championships and LOTs more, well over three million of these Lampredi twin cam engines produced) and a number of Ferrari engines. The design was patented, then licensed by VW and Volvo. ~Consider how many modern engines including many, many real race engines( like Cosworth and many others) have this same valve bucket to cam design be it solid or hydraulic actuated (like SAAB B204/B234). To remove the shim, depress the valve or un-do the cam enough to gain access to the bucket. Squirt compressed air at the slot in the bucket between the bucket body and shim, this will break the oil-air seal between the bucket and shim allowing removal. USAG tools made a special plier to aid in shim removal, this would be USAG# 440B. For those who do not understand why Ferrari put the studs where they are, do not understand the importance of stability between cylinder head to block. Longer these studs, more springy they are. So many engine designs like the Porsche flat six, GM Northstar and many others have overly long cylinder stud/bolts which stretch and produce head gasket failures. Short studs forces this joint to be rigid with a very high degree of stability. Now look at how tall the cylinder heads are given they are twin cam and all that.. Consider how long those cylinder head studs must be and the problems they would cause the valve train. Ferrari engine folks did the absolutely proper design given what the other aspects of this engine must have. Ferrari engine designers do not design engines to be serviced by "back-yard" wrencher folks, they are designed to serviced by properly trained and qualified personnel with ALL the proper specialized tools. SO many horrid things happen to these Ferrari and other Italian exotic engines due to back yard wrencher folks that have no idea what they are doing and improvise in the worst way make-shift tools that often does more damage then proper servicing. ~The reason why the head gaskets failed on this Ferrari engine, failure to properly torque the cylinder head nuts. If the special tool was not available, this could be the reason why those cylinder head nuts were SO loose, causing the head gasket to fail. This NOT a design problem, it is a maintenance-service personal issue.
Thanks for the detailed info! What kind of torque wrench would one use on those recessed nuts? One with perhaps a closed spanner design instead of a socket, I'd imagine.
The shims on top of the buckets are nicer for adjustment, BUT, they pose 2 problems. #1, they are heavier than just a cap on top of the valve and #2, they can limit cam profile in some cases.
Japanese motorcycle manufacturers initially used shim above bucket in the 1970s , but quickly replaced the design with shim under bucket due to the shims getting spat out at high rpm.
Pity they didn't think about designing the rest of the head properly - those head bolts - well of course most shops aren't going to torque them properly, because you can't get a fucking torque wrench on them!
Yours and Wizard's channel compliment each other really well. It's great to have the option of seeing an in depth view of how work is completed. Excellent content 😀
I enjoy how you speed up the video at times through the process rather than cutting from one point of disassembly to the next. This is a great technique that allows us to see the whole process, while slowing down to normal speed for the more interesting parts. Love this technique!!!
I used to be a mechanic and am now a workshop manager. It’s very hard to get good mechanics now but if I had 6 guys of your caliber I’d have the best workshop in the world. Really love your videos.
Hey Dan. The channel is very watchable and I’m a fan. I can really relate to your teaching style. Your extra effort and generosity of spirit are very much appreciated and will hold you in good stead throughout your life.
Interesting. A couple of questions: 1) is it acceptable to rest a 12 cylinder long block upside down on the studs like that? 2) With the messed up position of bottom-end components, do you plan to plastigauge all the bearings and put the caps & rods back into their factory positions? Clearly, someone has been in there previously mucking about.
Great job Daniel! Really enjoyed your methodical approach and your easy to understand explanation of just how hacked together this V12 engine is! Bad mechanics are the gift that keeps on giving. Looking forward to the next video, subscribed!
Setting engine at TDC then removing t-belt is risky. If valve spring pressure snaps cam around suddenly you risk bent valves, particularly on exotics with small stems and big valve heads. Check and record your valve timing at TDC, set crank over 30 to 45 degrees and then remove t-belt. No risk of valve-piston contact.
Great video and detail. I watched to see how you learned to organize all of the parts when you showed it to Hoovie :) Organization of an engine rebuild is a big thing, and you are a master at that as I can see.
Awesome videos Daniel! You do a good job explaining what you’re doing and how you’re doing it. I can’t wait to see that V12 being put back in the 456! Also really looking forward to seeing a video of you working on EuroAsian Bob’s Ferrari 348!
That shim in bucket design is what a lot of bike engines use as well. You need a lot of spares to set those up - this is like doing 3 bikes all at the same time though! :O
I enjoy the fact that in addition to explaining exactly what you are going to do you actually show how it is done at normal speed so we can follow you. Some others just talk about what they are going to do a little and then magic, its done. Not really that interesting. Keep up the good work.
It's common to fing "loose" fasteners where the head gasket has failed, the loss of gasket material means there's less for the fastener to be clamped against. The loss of material, which was more likely pulled off by the heads, around the water jacket CAN'T leak into the cylinder because the fire ring seals the cylinder - unless, of course, the fire seal is already damaged. The cam' belt drive gear - NO possible excuse for that!
I watched two other videos that popped up in my feed right after watching this video. All three videos involved overheating along with suspect head gaskets and a few loosely torqued head bolts along with coolant in the affected cylinders. It seems to be a common theme. Another thing I discovered on other videos was that an excessive amount of carbon especially on the oil control rings would cause the those rings to seize up and damage the cylinder walls. That's my take on it. Just as an extra here,back in my twenties my dad's '85 Mazda truck started consuming coolant through the engine. At that time I was turning wrenches at my employment so my dad came to me with the issue. I snugged down the head bolts a little more and the coolant consumption stopped. I guess we caught that in it's early stages.
Nice work, fantastic channel so far and who gets to see a Ferrari V12 so often? I spent all afternoon fighting a starter on a 69 Lincoln so this was welcome! Really good.
I love this type of video. You do a great job of explaining things. People don't realize how hard doing videos are when you are trying to actually work on something.
I love watching someone who CLEARLY knows their craft, this was borderline ASMR to boot! Great video! Can't wait to see it go back together! Hoovie can rest assured this engine will be good for a long time now!
Daniel-San is very thorough. I would for sure put all the pistons and rods back in the correct order like it was from factory. Looks like in Dubai they did not care at all just as long it runs for a while it is okay. They don't know what to do with their money so the spend it like water.
I used to work in an automotive machine shop. Worked on a lot of engines and have never seen anything put together this badly. I wonder what the cam to shim clearances were? Maybe the main and rod bearings are all over the place as well. What a disaster to deal with.
Great content! It’s amazing seeing how much is similar and at the same time different from the Ferrari V8s. I’ve never worked on a 12 but maybe someday. Definitely looks like you found a lot of hidden gremlins in that previous rebuild. It’s amazing it ran as well as it did for as long as it did. I’m sure it will be a brand new machine when you’re all done with it. Great work!
Thank you man this is an awesome dovetail into the wizards videos. I love the deep dive. This really goes hand in hand with hoovey and The wizard and makes a well-rounded collection of videos. Please don't leave like magic Mike!!!!
EXCELLENT video Daniel ....your showing exactly what skills are needed to work on these kind of vehicles ... you do the Mechanical /Tech community proud ... WELL DONE !
Outer head nuts not as tight as the inner ones, possibly suggests they did the heads with the engine in the car and couldn't get proper access to the outer nuts.
Great video, Daniel-San! Interesting to see how sloppy that thing was worked on before. Is that a flat-ground crank? So glad I subscribed and glad to see your subscriber count is going up. Keep up the great work.
Great video and fantastic job you're doing. I have been following the car wizard for a long time and I've just subscribed to your channel. Greetings from France 🇲🇫
Thank you Sir, appreciate you sharing your knowledge. First engine of this type I have seen taken apart. Interesting the use of studs for the heads, it appears to be an old school design, I could be wrong on that though, just a thought because its something I haven't seen used except on older vehicles.
As an amateur mechanic for 40 odd years who's done all of this kind of stuff at home (but not on a Ferrari!) Loved the super detailed video - also loved the beard humor... thanks! Have to say Ferrari's engineering here is super funky even compared to some of the weird British stuff I used to work on! Now days it's all Japanese for me, and they really don't do anything without thinking about it very carefully first. Also surprised at only 2 bolt mains on what is supposed to be a high revving V12! & big end caps also seem pretty feeble... Seems very under-engineered to me. Guess they don't expect these engines to ever manage to reach high mileage without a rebuild.
Whom ever edited your videos does a great job Daniel! And the Ferrari content is awesome, too bad you didn’t get any from Tyler’s other Ferrari that you did the engine out In 🤷🏼♂️
love the deep dive on this engine. on Honda's and Toyotas it seems easy to use air or electric tools. Italian cars (or at least Alfa Romeo's and Ducati's) for me it's best to use hand tools only
g`day daniel san great video just one thing ..everyone loves the sound of head bolts been cracked or main cap bolts can you please include that in your videos if possible its just so satisfying to hear ..always nice to watch a master apply his trade and hear the hints and tips and attention to the finest detail excellent stuff daniel san
Great video, Daniel! Thanks for sharing your ferrari knowledge, most of us does not have a ferrari but it is alwaus interesting to see how these great motors works. Greetings from Brazil! And BTW, english isnt your first language?
@@daniel-san464 i thought that, you spdak great english but I can see you stutters to speak english sometimes and has a perfect spanish. I am Brazilian, my first language is portuguese but as an amateur radio operator I had to learn english and spanish since my childhood. Saludos del Brazil, hermano!
