User manual FERRARI 365GT4 2-1973

[. . . ] 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. The clutch is the dry monodisk type, with flexible couplings and diaphragm springs. [. . . ] 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. · Using the punch (b) bring the 5th speed gearing (9) flush with the main shaft. · Fit the complete 5th and 6th speed synchroniser (11) on the shaft and bring the elements flush using the punch (b). · Fit the 6th speed spacer (13) with its released side resting on the flexible ring (12) retaining the 4th - 5th speed hub. · Fit the roller cage (10) and the 6th speed gearing (14) on the shaft. · Apply the locking product recommended on the shoulder ring nut threading (15) of the 3rd - 4th speed gear and lock it on the shaft. · Using the wrench AV 3246, tighten the ring nut to the prescribed torque and press down in the two points (see arrows), in correspondence with the shaft notches. · 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 obtain the thickness "S4" of the shouldering fifth wheel (40), subtract the thickness "W" of the inner roller bearing track (41) and the prescribed value of the roller bearing end float from the distance "K" measured. S4 = K ­ W ­ end float · Remove the bushing, the synchroniser (with the extracting tool USAG 454N/3) and the flexible ring and, after heating it in the kiln like the double gears, bring the shoulder ring (33) flush using the punch AV 3255 and the press; position it with its grooved side facing the double gear. Having calculated all the shimmings, to verify the correct positioning for the pinion in respect of the differential crown, it is necessary to refit and lock the lay shaft. · Measure the diameter (d) of the left-hand differential cover's seat on the gearbox housing, using a bore meter. · Check that the shim (28), having a proper thickness, is fitted inside the gearbox housing. · Fit the lay shaft inside the gearbox housing and bring it flush using a rubber hammer. [. . . ] Clutch Actuation Signs of possible problems · The gearbox self-learning procedure is not carried out. · The system does not accept gear-shiftings. Components involved · Hydraulic power and Quick disconnect. Practical checks · Check that hydraulic power is present and that the Quick disconnect is connected. · Shifting a gear with the engine off, check that the clutch position signal displayed by means of the Ferrari tester shows that the clutch opens after PIS and the closes once again (see paramenters through the Ferrari Tester). [. . . ]