User manual FERRARI 365GT4 2-1973

[. . . ] The engine oil tank is machined in the gearbox housing's monolithic cast. The synchronisers for 1st and 2nd speeds have a triple cone while the others have a double cone. The lubrication of the gearbox gearing, which is the same as for the differential's, is carried out by a volumetric pump with concentric gears, operated by the auxiliary mechanism of the reverse gear. The temperature of the gearbox/differential oil is adjusted by an oil/water heat exchanger, placed between the water head outlet manifold and the water pump. [. . . ] Once removed, rotate the driving shaft (P) to check that there is no interference or irregularity in its rotation. Also check that the driving ends both on the pump shaft and on the driving pin (52) are in good condition. For cleaning and replacing the mesh filter ( A 3. 02). The oil/water heat exchanger, fitted to the gearbox housing with flexible piping, is used for cooling the oil flessibili ( B 5. 06). The gearbox's internal components are lubricated through the use of ducts machined in the casting of the gearbox housing and the covers and on the main and lay shafts. The said ducts must show no signs of clogging and must be spotlessly clean for the unit to work correctly. Lubrication of the crown and pinion takes place by suction of the oil from the bottom of the housing and through a nozzle (54) which aims the oil jet directly on the crown toothing. A sheet (Q) is inserted in position with the ducts connecting the differential compartment with the one housing the gear shafts. This partially obstructs the said ducts and therefore prevents the oil from draining too quickly. Fig. 7 illustrates the gear lubrication circuit. Re-assembling the gearbox shaft components IMPORTANT The correct positioning and the end float of the gears on the main and lay shafts is determined by the shoulder rings. Check the thickness of these rings every time a component in the assembly pack is replaced. It is possible to keep the same shims only if the new component shows a deviation which is lower or equal to 0. 02 mm, in respect of the replaced component's thickness. Main shaft Use the tool AV 3252 composed of the base (a), different punches (b, c and d) to reassemble the components on the main shaft. If not, adjust the spacer thickness (26) until the prescribed torque is obtained. It is necessary to add the deviation to the theoretic value, checked by the Manufacturer and marked on the pinion head, in order to determine the thickness "S2" of the spacer (28) to be inserted under the bushing (29). · Place the lay shaft on the checking plane and measure the distance "V" between the pinion head and the bushing's resting surface (29). At this point, we are able to calculate the pinion shoulder: S2 = V + 77 ± deviation ­ Z · Clean and degrease the surface of the lay shaft and the inner surface of the double gears (31 and 32). IMPORTANT Put the two gears in the oven, in the correct assembly position, and leave them for at least two hours at a temperature of 140°C. · Position the pinion on the base AV3255 (a) and use a tubular punch (b) to fit the 3rd ­ 4th speed double gear. Rest the newly formed assembly on the surface of the press and align it with the thrust axle before fitting the first gear (31). · Leave it on load (10. 000 kg) for at least 15 minutes and let the shaft cool down. · Mount the 5th ­ 6th speed double gear (32) following the same procedure and using a tubular punch (c). · To determine the thickness (S3) of the 2nd speed gearing shoulder ring (33), it is necessary to fit the original flexible ring (35) and the 1st - 2nd speed synchroniser element (36) using the punch AV 3262. IMPORTANT The flexible ring's bevelled side (35) must face the roller cage. · Insert the spacer (28), with the calculated proper thickness, under the bushing (29) and place it on the base of the checking table. · Measure the distance between the spacer surface and the synchroniser hub: this must be 237. 7+0, 15 mm. If the result differs, adjust the thickness of the flexible ring (35) until obtaining the specified distance. · Having mounted the flexible ring and the synchroniser, measure the distance "E" between the synchroniser hub (36) and the 5th speed gear (32), using gauge blocks. IMPORTANT The calibrated blocks must rest on the synchroniser hub's flush surface and not on the flexible ring's ridge (35) as this would alter the detected measurement. · Using a micrometer measure the thickness "Y" of the 2nd speed gear hub (34). To obtain the shoulder ring thickness (33), keeping in mind the specified end float, calculate: S3 = E ­ Y ­ end float · Fit the bushing (37) resting on the 1st - 2nd speed synchronizer hub using tool AV 3263 and install the seeger ring (43) in its seat. · Again using the gauged blocks, measure the distance "K" between the bushing edges and the seeger ring. [. . . ] · To understand if actuation is being performed or if the sensor is not responding properly, check the control current for the clutch solenoid valve during gear-shifting. · Using the Ferrari Tester, check that the pressed brake signal is correct. When everything is working properly · During gear-shifting, even with the engine off, the clutch must open after PIS and then close again after engaging the gear. Gearbox Actuation Signs of possible problems · The system does not shift gears. [. . . ]