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00:05This is it. This is the day that we find out if we've bought a dud or a bargain, because
00:10today
00:10we're going to find out if the engine will actually start. After all, this is the cheapest Ferrari in
00:15Europe, and the main reason for that is because no one knows if the engine runs. If it's seized,
00:20it will cost many thousands of pounds to rebuild. If it runs and everything else is okay, then John
00:25might have snagged himself a fantastic deal, as good 308 GT4s are now going for 50,000 pounds.
00:31But there are a number of jobs we need to complete before we get to turn the key,
00:35the most significant being to change the timing belts. But before I try and rotate the engine even
00:40just a tiny bit, I want to drop the contaminated oil that was mentioned on the long list of issues
00:44that came with the car. So let's crack on.
00:54Oh, that's better. Okay. So that's freed up. Because basically what's happened, you can imagine
00:59you've got all those carburetors up there, you've got four twin carburetors. And of course, if there's
01:03too much fuel, over fuels, whatever, it's basically going to kind of end up washing the bore. So it's
01:08going to kind of wash past the rings, it's going to go into the sump. And of course, that's going
01:12to then
01:12basically damage the oil, because of course, the oil has got to be nice and sticky and lubricating, and then
01:16the petrol is a solvent. So it's actually going to try and dissolve that oil. And so if there's too
01:20much or even any really fuel in the oil, it's definitely going to be an issue. The other thing
01:24with that, of course, is it might mean that the rings are perished. We need to replace the rings
01:28at some point. But that's a whole other diet. I just want to know today whether this is actually
01:31going to run. What I've also done, I've got myself a little plastic tub down here, just so I can
01:36actually
01:36see how bad the contamination of the oil is. And I figured this way, it's going to be a bit
01:42more visual.
02:08It's not very happy looking. Well, that's actually going, it's quite a lot of oil. It doesn't really
02:14look. It doesn't smell very fuel. It just smells old sort of engine oil. And then looking at the
02:20drain plug, because often there's a magnet in here, so you can actually pick up any little bits of
02:24metal that might be whizzing around the engine. And it's actually looking pretty clean. So that's a
02:28good sign. So it may well have been changed recently. Maybe there is no magnet. So that could be the
02:34thing. But anyway, that looks like it's all right. Now, thinking about it, as you look closer, you can see
02:38that you've got motore, or whatever it is. So I guess that's the oil for the motor. And of course,
02:43when you think about it, this is the differential here. So this is actually the gearbox. And it says
02:48there, oilio cambio. And of course, then cambio is like change. So in our French have change de vitesse,
02:56which would be changing of gears, I guess, or changing of speed rather. So I think that's especially
03:00the means of gearbox. So that drain plug is actually for the gearbox. And this drain plug is actually for
03:05the
03:05engine oil. So I'm glad I didn't undo that one. But this one, I think we'll put this one back
03:11in
03:12again now. But what I'm going to do, because obviously normally what you want to do is you want to
03:15drop your oil when it's actually up to engine temperature, sort of running temperature, to make
03:20sure that you can get it all out. It's much more liquid. But of course, in this case, I can't
03:22do that
03:23because I haven't started it yet. But I want to get rid of this stuff. I'm now going to put
03:26in some
03:26flushing oil. And the idea of the flushing oil is obviously it's still good enough to run. It's still
03:31going to be much better than having the old oil in here. But of course, it's going to get into
03:34those little nooks and crannies. And hopefully then I can then drop that out again. Then we put
03:38in a new filter and new fresh proper oil once everything is working and we know it actually runs.
03:51Apart from the state of the oil, one of the issues with our 80s Ferrari is not knowing much about
03:55its
03:55history and not knowing if the mileage is correct. And we're not actually able even to interrogate the
04:00car's computer because it's too old to even have an OBD2 port as they didn't actually become
04:05mandatory until 1996. Now OBD2 ports are actually surprisingly useful things to have on a modern
04:12vehicle because you can just plug in a reader like this one from Carly and then you can connect to
04:17your
04:17phone app and then actually have access to lots of features, usually only accessible by automotive
04:23professionals. So things like diagnostic error codes, which are perhaps the most useful money saving
04:28feature because at the push of a button Carly scans all of the car's modules, identifying any errors
04:34in a traffic light system showing bad faults needing urgent attention in red, through lesser issues in
04:39orange and yellow, with green showing the systems with no issues at all. Clicking on an issue expands
04:45understanding with more detail about the DTCs or diagnostic trouble codes, including severity and ease of
04:51repair, with further links to solutions from other users in the community and also to Smart Mechanic,
04:56where known faults and guidance from Carly's own mechanics can be found. All very useful. Once
05:02resolved or at least noted, issues can be cleared individually or all at once, and a quick rescan will
05:08show persistent errors such as this BMW's three failing glow plugs and an auxiliary water pump problem.
05:14Carly also gives you access to coding options where you can customise your car features just the way you
05:19want them live data mileage verification and digital service records. And something I could really do
05:26with on both my T5 and any of my distress of Range Rovers is the ability to force a DPF
05:32regen. So you just
05:33click onto the dashboard, obviously connect to your car. In this case, I'm on a one series BMW and then
05:39I'm just
05:39going to go for features and then down below maintenance you can see DPF. So I click on DPF
05:46and then you can start continuing with that and I can actually start the live check. And unlike all of
05:53my diesel vehicles, this car actually has no sit in it already, but ordinarily you would follow those
05:59instructions. So I can actually just push go for request a regen and then it gives you some instructions.
06:04You do a little agreement and then off you go. So then it actually says what you need to do
06:08now is
06:08drive for perhaps half an hour or so, give or take a minimum of about 50 miles an hour. Basically,
06:15you just want to try and keep the engine revs quite high so you can have a lower gear and
06:18higher revs if
06:19you like. Just keep driving while having a little note of what's going on. Get your passenger to tell
06:23you how much soot is left. And once you've got below about eight grams, because normal running is
06:27between 0 and 20, but get below eight grams. If you get to zero, even better, then ultimately your
06:32region will be complete, your DPF will have any sit in it, and you're going to be good to go.
06:36So with Kali, you can unlock the truth about your car's health and using advanced manufacturer
06:41diagnostics and smart mechanic, you can save thousands on repairs. Now, Kali is compatible
06:47with cars from 2001 onwards, and you can check your car's available features and get 15% off Kali
06:53by clicking on my special link in the description. Well, let's get that flushing oil into the engine.
07:00Right then, so just open up our little oil cap there. Just going to pop a little funnel in there.
07:06Now, this flushing oil works with petrol and diesels, and it's perfectly safe to run the engine on this,
07:12but not for very long. So literally, kind of get it up to temperature, but probably about 10 minutes or
07:17so
07:18would be enough to then get around the engine. I mean, obviously, ideally, what you would do is put
07:22it in a warm engine already. So maybe you would get away with maybe 15, 20 minutes. But essentially,
07:27what it's going to do is it's got detergents in there and stuff. It's going to just get all the
07:30soot, all the gunk that's in the engine, obviously, hopefully mix as well with any fuel oil that's in
07:36there, too. And then we'll end up with a nice clean engine inside, ready for some fresh new oil.
07:42So if we can get it to start, we'll leave it running for a little bit. And afterwards,
07:45we'll change the oil again.
07:51Now, when the oil in this engine was actually contaminated with fuel, it could have been so
07:55thin that when we crank it over with the key and it fired into life, it would just do a
07:58tonne of
07:59damage. Because after all, most damage on engines is done literally when you turn them over and
08:03there's not enough oil pressure. In fact, some engines even wait until there is enough oil pressure
08:07before they allow the ignition to kick in. So now we've got our flushing oil. It's not quite the right
08:12oil to go for thousands of miles on, but it's certainly much better than the contaminated stuff.
08:16So I'm now more confident to actually crank it over, at least by hand, to find out whether this
08:21engine is seized or not. Because after all, the reason it's so cheap is because we don't know the
08:24condition of the engine. And it's an interference engine, which means the valves will actually hit
08:28the pistons if all the timing is actually out of kilter. And we don't know that that happened before
08:34it was taken off the road. We don't know that it was hydraulic, perhaps it had gone through a puddle.
08:37We don't know that it's just seized out of all kind of corrosion and lack of oil, perhaps.
08:41So this is a really big moment. We're now going to crank it over by hand very slowly
08:45and find out whether, at least for one thing, the engine is seized or not.
08:54Here we go. This really is a moment of truth here.
08:59Yes. Oh, yes.
09:08Look at that. There is very little resistance. But bear in mind, that's because spark plugs are out.
09:14And of course, we've oiled the bores. So we've now got all that lovely XCP just lubricating the bores so
09:21there's no graunchiness. Can't feel any valves bouncing off the pistons.
09:29I think this is quite a result. This means that John didn't buy a pup. He's actually bought a
09:35properly useful car, perhaps. Now you can see all these little marks around. Now, of course,
09:39that's all to do with the timing, which is the next thing we're going to be tackling.
09:41So the next thing I need to know is where top dead centre is. And there is actually a little
09:46observation panel just above the sort of flywheel, I guess, but also underneath the oil cooler.
09:52But so far, this is quite the result. So the next thing is, can we get up any oil pressure?
09:58Now,
09:58the thing is, I could obviously try and crank this over like I am manually for a couple of days,
10:02perhaps. I mean, may or may not actually make up some oil pressure. Obviously, the more efficient way
10:06to do that would be to use the starter motor. Now, thankfully, we already know that the ignition is
10:10working because obviously we managed to get the fuel pump to come on and put out that horrible, nasty
10:14fuel. So all I have to do now is go into one extra click and theoretically, that engine should spin
10:20over. And because we've got our spark plugs are still out and because we've lubed the bores and we
10:25know that it's all spinning quite nicely, it should just spin up. And then on the dashboard, there's a
10:28nice little oil gauge. So assuming that's working, there's also probably should be an oil light as
10:32well. Then theoretically, we'll be able to see if we've got oil pressure. So that is our next little test.
10:38Right. So I've disconnected the fuel because obviously that's quite key.
10:44We're inside our Ferrari. Very exciting. So we've got our fuel gauge, we've got a rev counter,
10:48we've got an oil pressure gauge, which is obviously the one we're really looking for.
10:51Next to that is the water temperature. Beneath that is a really noisy clock, which is hard to see
10:56when you're driving. And then you've got the odometer there, speedo, and then you've got on the side
11:01there, you've got the water temperature gauge. So what I'm hoping for is when we actually turn on the
11:06ignition, oh, we get some life. So first of all, we've got the generator light that's coming on,
11:12or the alternator light, but also you probably saw that little dial there, just the needle is just
11:17kind of turning on as it's on off again. And you can see it just kind of comes into life.
11:21So
11:21theoretically, when I now crank it over, the engine will spin up, the oil pump will go,
11:25hopefully we'll then build up some oil pressure. So here we go.
11:34So like that, only much more successful. So it seems what's going on, you can sort of hear
11:38the notes change. It could be, and we've got the battery on charge just in case, I mean,
11:43it could be that the oil pressure is kind of building up and then it's kind of bogging down
11:46a little bit. And in fact, the needle actually started going down a little bit. Now, I think what
11:50happens is, the 12 volt gets it to where it starts. But then theoretically, obviously, it's going to be
11:56going to earth. So this positive will be the feed will be like going into the gauge, and then it's
12:01going to go from the gauge through the wiring to the sender, which is going to be in the engine,
12:05and that's going to be earthed by the engine block itself. So theoretically, if we have maximum
12:10pressure, then we should get, obviously, like almost a dead short. And I suspect that's when the
12:16gauge would move. So the fact that it's not moving at all either means we're just not getting any oil
12:21pressure, which could be a very bad thing. Could be that the oil pump's not working, could be that,
12:26I mean, obviously, the flushing oil will obviously build up pressure like it should do.
12:30So we might have a serious issue, or it might just be that the sender isn't working, which is
12:35hopefully the most likely thing. But I think we've definitely got a feed there because we can see it
12:38kind of changing. So next thing to do is just to check in the engine bay to see if we
12:43can actually kind of
12:43trick that sender into life somehow. Well, that's what I need to find is the oil pressure sender.
12:50I think there it is. So it's underneath the oil filter. You can see that kind of bulb at the
12:54bottom
12:54there. So it's plugged in to literally directly to one of the oil galleries. And obviously, it's going
12:59to be like a diaphragm or something inside there. So it's going to be kind of isolated from the oil
13:03itself. So it's going to detect that pressure. And then on the other side, there'll be some device,
13:07some kind of variable resistor, which is then obviously going to effectively then take it down to earth.
13:11And depending on how much voltage or how much resistance it is, it's going to be reflected in
13:16our dial on the dashboard. So it's plugged in, which is a start, but it clearly isn't necessarily
13:23working. So what I might do is just disconnect that wire there, that connector, and then just got a
13:28little sort of power probe thing. And then I'm just going to plug that into there. That's interesting.
13:33So at the moment, it's going to earth. So now I'm just going to turn on the ignition. And what
13:39we
13:39should do is see some kind of positive voltage at that end. Right then. So I'm just going to stick
13:44the probe into... Ah, that's good news already. So that means we've got 12 volts or something,
13:50at least positive volts. If I now go the other way and connect it into earth, you can see then
13:55straight away that the needle on the dial goes up to maximum pressure, which is brilliant. So that means
14:00that that oil pressure gauge on the dashboard is working. That means the wiring up to here is
14:05working. So then it means it's one of two problems. Either the sender isn't working and that hopefully
14:11won't be too much to repair the change. It should be relatively easy to get out, I hope. Or it
14:15means
14:16that the oil pump isn't working, in which case our really expensive Ferrari engine is basically nearly
14:21toast. Hopefully there won't be any damage in there, but I'll have to drop it out, probably, or
14:28oil pump. So let's hope it's not that. Now, there is a test I can do to find out whether
14:34it's the sender or the oil pump. So what I can do is take the sender off, I want to
14:38change it anyway,
14:39and then I can then pop in another oil pressure gauge, a remote one. I can try it all over
14:43again,
14:44and hopefully if that shows we've got oil pressure, then we're good. So fingers crossed.
14:50Well, the first problem with trying to sort this out is the fact that the sender is actually nestling
14:54underneath the oil filter, and I'm not going to be able to get a spanner on it at all unless
14:58actually remove the oil filter. Now, the good news is, of course, that the oil is going to be
15:01drained out ages ago. That's not a problem at all. The thing is, it's quite beaten up, and it's also
15:06looking a little bit rusty. So it's obviously been there quite a long time. Now, when it comes to
15:10actually trying to get off an oil filter, you can get all kinds of different things. You get these kind
15:14of like strappy devices, which are all kind of very groovy and stuff, if it hasn't been there
15:18forever. But if it has been there a long time, then you kind of want to think about how you
15:21can do that.
15:21And obviously, you can be a bit violent. You could use these kind of sort of pliers, if you like.
15:25You can't even go for the screwdriver through the side there, because, of course, that's going to
15:29mean that then I won't be able to wind it around. It's a pretty butchery way of doing things. This
15:32is a Ferrari. It deserves a bit more respect than that. Now, a tool I really rather love, these little
15:37chaps here. Now, these things are pretty epic. So you can see, obviously, as you wind them up, they
15:41actually kind of wind tighter and tighter and tighter. So they kind of the more pressure you have to try
15:45and
15:45rotate it, the better they work. But hopefully just a good old fashioned kind of, well, it's an oil
15:50filter socket, really, is going to do the trick. So I'm just going to pop that onto there like so.
15:57And I'm going to pick the right one.
16:00Lucky I've got a few to choose from here. There you go. Cool. So.
16:07And this is just the tidy, tidy way of doing it. Although it's an expense,
16:12even if you just buy the kit for one, it's almost worth it. Oh yeah. Okay.
16:22And then it's fine. So.
16:29Lovely. No mess at all. But also, it's very, very dry around the rubber there.
16:33So, obviously, it's worth bearing in mind to make sure when you put it back on again,
16:37I'm going to make sure I put a little smear rubber there to make sure that it's a good seal.
16:40So now I can sort of get a bit closer to my little sender there. I reckon that maybe,
16:49possibly a 17 or something. It's hard to say.
16:57I'll also have to snip those little chaps.
17:04There really is no access in here at all. But what I'm hoping
17:08is that I can just get just enough just to lever it off. It might even be 16, you know.
17:18Yeah. Let's give it a 16.
17:25So I think that is the right size. The problem is,
17:30I can't actually get in.
17:34You know what? I want to see if I can find maybe a bicycle spanner of some kind,
17:37something I want to really, really wafer thin bit that I can get in just through the angle there.
17:41There's this little gap just between those two. And if I can get that in there like so,
17:44I reckon there's a fighting chance. But whether I've got one of those is another matter.
17:57Now, it seems like a 16mm kind of hex on there. I can't actually get there because of this oil
18:02pipe.
18:03So that's got a whacking great big 27 on there. I think if I undo that, we might have a
18:09chance.
18:12Oh, that's not so bad. Right. OK, so...
18:24That's good. I get a little bit of movement there. So hopefully...
18:29I mean, how much am I this car I'm going to take apart just to get an oil filter off?
18:32Just to find
18:33out whether we have any oil pressure, but it's obviously worth it.
18:51That's all it took.
18:57Oh, there we are.
18:59Well, there we go. So that is our pesky little oil pressure sender. Looks very heavy and overly
19:05sophisticated for something that doesn't actually work, but that's fine. But before I put the new
19:08one on, let's just pop in a little oil gauge or pressure gauge to see exactly how much pressure
19:14we've got if there is any at all. Right, so I've got an oil pressure gauge and I've got a
19:20little adapter
19:21that's going to pop into here and hopefully that will connect up nicely. And then, with any luck,
19:27you can crank it over and then see if there's any joy. It'd be quite nice if that oil pump
19:34was actually
19:34working and our Ferrari is good to go to the next stage.
19:43Just nip that up.
19:45So then, if I thread this through the right way, I should be able to see,
19:54hopefully...
19:55That's connected onto there, that's connected onto there.
19:58That sits like so.
20:01That'll give me a pretty good idea.
20:02So, what am I missing?
20:06I might just nip up that big old nut there on the back because that's going to be very messy
20:13otherwise.
20:16So let's just crank it over.
20:32Well, that is not good. So, we don't seem to have any oil pressure.
20:40Hmm.
20:42That really isn't ideal at all. This may be the root of the problem. Maybe we have actually got a
20:46pup.
20:50I'll check for leaks. I'll check for all kinds of things and then...
20:56This could be really bad.
20:58Now, I can't see any obvious oil leaks anywhere. There's a little bit of oil around here.
21:02I've taken the filter off, but that's really about it.
21:05So, I'm wondering...
21:07We know we've already got topped up with oil, or at least flushing oil at least, so that's good.
21:12I mean, it could be that might be a little bit too thin, perhaps, maybe. I don't know.
21:15I'm just thinking that because we've got an oil pump down on the other side of the engine underneath
21:19all the can belts and stuff, and then, of course, it's got to be having a pickup inside the sump
21:24somewhere, or at least some sort of idea of that, and it's going to have to be pushing it through
21:29the filter. Now, what if it just hasn't managed to kind of get enough of an airlock or whatever,
21:34so I think what I might do, because it's easy to do now, I might just...
21:37He says it's stuck again. I might just take off the oil filter again and actually just sort of fill
21:44up
21:44oil from inside the center, and then maybe that will end up sort of with just...
21:52Oh, I know. Actually, that's not so bad. There's oil coming out.
21:56Oh, that's good. That's a good sign. So that means that I'm just being impatient.
22:01That means that actually the oil is pumping around, because otherwise, why would the filter
22:05be full up? I'm still going to do it anyway. I'm just going to drop it a little more in
22:08the middle of there,
22:10and then let's see what happens. Hopefully, it is just a case that it's been sapped for so long.
22:21Shall I have a little more? Why not? And then just basically, I guess it's the same sort of thing
22:25as priming. Obviously, it's difficult to prime it and turn it upside down quickly without making a mess,
22:29and some would argue that could actually cause an air leak. I think this way, with any luck,
22:37you should end up with a bit more joy. It's a good sign. So maybe it was just filling up
22:43the oil filter,
22:43I hope it's filling up all the other rooks and crannies. So let's give it another whizz over.
22:49Things crossed.
23:04Aha! Look at that! Oh, how wonderful.
23:09We've got a ton of oil pressure. Oh, that is wonderful news. Oh! Oh, my God.
23:18That is fantastic. Look at that. So we've got, well, it went up to around here somewhere,
23:23aren't I getting it? So it's about 64 psi, which I think is kind of like the minimum
23:27that it wants to be. Obviously, that's normally up to temperature. But that's fantastic news,
23:31because that means that if we've actually got oil pressure on this gauge, so now let's try and put
23:38the new sender back on. And these things are notorious for having problems with their sender.
23:42So we'll put the new sender on, let's connect it up, and see if we actually get something going on
23:46with the dash cord. And we're going to get our super-performance chemical rescue again, wonderful.
23:53Cool. It even comes with a fresh new copper washer as well, which is wonderful. So that's great.
24:01So now we've got to somehow get all this off again without making a huge mess.
24:09Been quite lucky with this, actually, because you're supposed to have or use a special tool
24:15to actually connect on or remove your oil gauge. That's interesting.
24:29Okay, so there is some kind of adapter in there. It's promising.
24:41Now, with this much bigger nut, it may be why somebody's changed this. Perhaps
24:45this little adapter and this little teeny-weeny thing is actually a much easier way of getting
24:50everything connected up, because I think now I might actually have to try and create a tool,
24:56because the actual tool that you're supposed to use is kind of like a bent spanner,
25:00and it's got a little drive on the back, so you can kind of get it. It's almost like a
25:03crow's foot.
25:04It's a very thin crow's foot, so I think I'll try a crow's foot myself,
25:08and if not that, let's get bending some spanners.
25:12Right, well, this is actually getting quite difficult, so I've managed to find
25:16some pretty mad tool here. There's no way that's going to fit inside there, but it could be very
25:20useful for other bits and pieces. So then I'm going to resort to potentially a crow's foot,
25:25a conventional crow's foot tool, which is kind of groovy. So that could go in there, but unfortunately,
25:28I think, although it just seems quite big.
25:41Okay, so it does go on just about, but it's going to take a little bit of grinding to get
25:47that to
25:47actually fit. We've also got a flat spanner, and then theoretically, what's nice about that is
25:53obviously I can flick it one way or the other, so that's kind of very useful.
25:58But again, that won't fit because of the piping, but I could then bend it potentially,
26:02but I have also got, hopefully, a teeny thing here. This may well be the answer, may not be.
26:12I mean, it isn't very strong, but it doesn't have to be because, of course,
26:16it doesn't need an awful lot. Oh, there we go, that's working. Oh, lovely.
26:21It's not going to take a lot of push power to get it into the right place.
26:31It hurts, but it's okay.
26:46It really is as easy as that. So there you go, a little bit of laser cutting or water duct
26:51cutting.
26:52I mean, I've even slightly bent it, but that's okay. That's good. So that's cool. So we've now got
26:57our oil pressure sensor, our new one, in place, quite messy. I'm going to put the old filter back
27:03on again, to be honest, because we are going to then flush this around and then drop it out again,
27:06then I'll put a new filter on a bit later on. So let's do that. And then we can now
27:12try and connect
27:13this up to our original wiring. And hopefully, we should maybe have some pressure at the dashboard.
27:29Let's watch.
27:30So I am going to try and check it out to the top of the video,
27:39And I'm using this video, I like to try and copy and copy and copy.
27:41I'm going to try and copy and copy and copy and copy and copy.
27:52I was going to try and copy and copy.
28:00Look at that, we've actually got a little bit of oil pressure, wonderful.
28:05It does ebb away a little bit quickly, but I think we'll get to that.
28:08The main thing is, when it's spinning over, it's all good.
28:13One more try.
28:18Lovely.
28:22Well, that is absolutely fantastic news.
28:24So we now know that we've actually got oil pressure when we crank it over, and we can
28:29see that on the dashboard, which is great when it comes to actually running it and driving
28:32it around a little bit later on.
28:33So the next thing I want to do, while the spark plugs are out, while all the timing is
28:37the same as before, I thought, why not do a little compression test?
28:39It'd be quite interesting to understand exactly what's going on with each of the pistons.
28:43And obviously, we know it's working, but it obviously is spinning over, which means that
28:46I guess the valves aren't hitting anything.
28:48But equally, there may be no compression at all, which means it would be very difficult
28:51to make it run.
28:51So I've just got a very simple standard compression tester.
28:54I'll pop it in, do all eight cylinders, and then let's make a little note of that and just
28:58compare them all and see how we get on with that.
29:15So our number one cylinder, we seem to have about 100 psi.
29:19That sounds all right, but let's have a look and see what the rest of them are like.
29:25Right then, so number two, okay, so that's not bad, is it, that 90, 95, it's not bad at
29:39all.
29:39So we're kind of, it's looking good as a good start anyway.
29:44And three, looking good, so that's also wide, so that's almost 98, 97, 98, that's nice.
29:57It's looking very good.
29:58Number four, oh, it's over 100, probably 103, 102, 103, this is lovely.
30:10Now for the hardback, a little stuff at the back.
30:14Okay, so now for number five, that's pretty good, that's even more than 100, I'd say that's
30:26nearly, yeah, probably 105, 106 psi, that's good, very uneven, but good.
30:36Number six.
30:44Now, okay, that doesn't look so good, but I can actually hear a little bit of air escaping,
30:48so I'll just have a better go at that.
30:50And you can see it's sort of slowly going down, I guess.
30:54Well, not much, so maybe this one is a little tricky, doesn't seem to like it much.
31:08Yeah, yes, I wasn't in the hole enough.
31:16Very strange, so what I'm going to try and do, I'm just going to pop in the spark plug, just
31:23to check.
31:27See, now that's fine, so that's no problem at all, I can just wind that in finger tight, I mean,
31:33yeah, all the way to the seat, that's fine.
31:38So I would say, I don't know what's going on with that.
31:43It's obviously catching on something.
31:45Maybe there's, well, I don't know, it can't even be a washer or anything stuck down there, because that's just
31:53getting in the way of the spark plug,
31:54which is frankly bigger than the tube I'm trying to put in the hole.
32:01So that's fine.
32:03So I'll tell you what I might try and do.
32:05I might just try the bit of boroscope, endoscope, whatever you want to call it.
32:11I guess we're going down the hole, so it's going to be boroscope.
32:15And if I just compare it, actually, to the first one,
32:23you can see it's kind of nicely oily around there.
32:32So, I mean, it all looks fine.
32:34So if we now go to the one that I can't get the tube into, I would say
32:46that looks kind of identical.
32:49So, I mean, very strange.
32:56There is, you can see just on that side, just there, there's a little tiny bit of corrosion.
33:05So there's just a little bit of corrosion just there, which you can see is just somehow maybe pushing everything
33:12over a little bit.
33:13But as I said, what's slightly odd about this is if you look at what I'm trying to shove down
33:19the hole and compare it to the spark plug,
33:23this is actually narrower on every level.
33:25So I'll just keep persevering.
33:26You never know.
33:27But it's interesting to know that it all seems to be OK.
33:31If a smart plug fits, this really should.
33:35Now, somewhere in the workshop, I have got a direct sort of like a steel tube that you can put
33:41this onto the end of.
33:42But I can't find it for one.
33:43But also, I don't know that I'd actually get it in because of the bulkhead.
33:47Yeah, it's definitely resisting and resistance is useless.
33:52But we know it's got some compression and a little bit of a leak.
33:56So I think once the spark plugs are in there, if you can't hear any noise, I mean, that went
33:59in so much easier.
34:05Right, well, this is proving quite tricky.
34:07I don't know quite why this particular bit of thread isn't going in on just this cylinder.
34:12There's obviously some kind of issue.
34:13The good news is that the spark plug fits fine.
34:15But I still want to find out what kind of compression we've got.
34:18So I just thought I'd use a magic little tool I've just invented.
34:20It's called a tube, and that's going to fit just inside there like so.
34:24So I'm hoping it's just going to help guide it because if you imagine when you're just wiggling it in,
34:29you can see even that without it, you know, it's obviously going all over the place.
34:34And with it, it's slightly better.
34:36So even though there's obviously a taper, it should kind of guide it all in.
34:39For some reason, it's not doing that.
34:40So I'm hoping this will make all the difference.
34:46Oh, right, that's definitely better.
34:53OK, so here we go.
34:54Number six, finally.
35:04It's pretty good, actually.
35:06That's good.
35:0794, 95, maybe even 96.
35:10So that's OK.
35:11So there's obviously something wrong.
35:12But actually, as long as the spark plug fits, as long as it makes a nice seal, which looks like
35:16it does, we're all good.
35:23Who'd have thought a bit of tube would have been a useful tool.
35:25There we go.
35:27Number seven.
35:43That's pretty good, too.
35:45So that is 110.
35:49Kind of sporty at this end.
35:55OK, so now, finally, number eight.
36:05Look at that.
36:07Oh, that's pretty good again.
36:08So that's kind of like maybe 101, 102 psi.
36:12So that's really great news.
36:13We've got good, even compression all round.
36:16We've got oil pressure as well.
36:17So the next thing I want to worry about is the cam belts.
36:19Now, the manual says you've got a change every two to three years, depending on your mileage.
36:22We've got no idea the last time these were changed.
36:24So I'm definitely going to do that.
36:26But what's interesting, it's a V8, as we know, and it's got four cans.
36:30And so it's obviously got a can for the exhaust and a can for the inlet on both sides of
36:33both banks.
36:33And, of course, they all have to be perfectly in sync because this is an injectable self-destruct should we
36:39get all of that out of sync.
36:40So the next thing I want to do is, first of all, actually find top dead centre and then check
36:45all the little markings around to see if that makes sense.
36:48And there is actually a little hole I can look through to find exactly where top dead centre is supposed
36:52to be.
36:55So there's our little magic hole.
36:59Somewhere down there I can see, obviously, you've got a tiny bit of edge of flywheel.
37:02You've got two little bolts kind of holding on a little tag.
37:05And that's the pointer.
37:06You can't really see it, but there is a line in the middle of that somewhere.
37:08And then also you can see the cover of the clutch.
37:12So hopefully, if I can spin the engine round now, theoretically, we'll then see a line up here, a mark,
37:19some kind of top dead centre.
37:25But even though I'm using my clever little camera remote here, I'm not sure I'm going to see it.
37:34Lots of clutch.
37:37I don't really know what I'm looking for.
37:39I suspect if anybody's done any timing, they'll have a kind of a white mark, maybe.
37:43But obviously, from the factory, it's probably just a dint in the...
37:46Oh, there's some markings, I don't know what they are.
37:50Ah, now.
37:52OK, so there's our white mark right there.
37:55You can see that just coming in.
38:01So that, theoretically now, should be top dead centre.
38:06So let's have a little look on the marks.
38:09We've got these marks all round, so there's no mark down there.
38:13Ah, interesting.
38:14So we've got marks here and here.
38:18And you can see, actually, we're some way off, which is odd.
38:25So why would that be?
38:28So obviously, you want to be trying to set everything up to top dead centre.
38:31Annoyingly, the marks to actually set all the stuff up, the cams up in the first place.
38:34When you first put the engine together, they're actually inside.
38:36They're on the cams.
38:37They're not on the outside.
38:39So to see that, I need to take off the cam covers on both sides.
38:42We don't want to do that just to find out if this engine works.
38:44So obviously, we know when we turn it over that it's not kind of clashing with anything.
38:48It's not crashing with anything.
38:50So the engine's safe to spin, which means that chances are this was actually in a driving position.
38:55It was just things like the fuel pump and stuff that we fitted earlier that were causing the problems.
39:00But this is kind of odd.
39:02Now, I guess what I might do, I might just see if I can actually work out what is going
39:07on with top dead centre.
39:10So if I just put a little probe, so for example, there we go.
39:14So I've got like one of these little chaps here.
39:16So this dial gauge here is a digital one.
39:18So if I just turn it on, you can see it's got some little numbers in there.
39:22And then you can see then if I then move that up and down, you can actually see those numbers
39:27are going to change.
39:28So I'll pop that into position.
39:42OK, so our DTI is on zero.
39:44I'm just going to rotate it around.
39:45Oh, it's moving.
39:47So we've got the piston coming up onto the DTI and that's pushing it and it's going kind of positive.
39:52And we've got quite a high number there.
39:56So seven, seven, eight hundred.
40:01Nine hundred.
40:06Thousand.
40:11Ah, OK, there we go.
40:12So now it's going down that side.
40:18If we go back round the other way.
40:24There we go.
40:25So around, just before that, I think I found its little highest number, its peak if you like.
40:35So around there, 50-ish.
40:37So 1050.
40:38So that's basically, imagine that the piston is actually kind of raised.
40:42We've got our DTI here and the piston is going up and down.
40:45And so it's actually pushing that all the way up and then coming back down again.
40:48And so the highest number on the DTI is where the piston is highest to the top of the head.
40:54And that will obviously be our top dead centre.
40:56So now I'll quickly have a check over here.
41:00Yes.
41:01So you can see there, its little dint is showing top dead centre on our flywheel as well.
41:05So we now know that at least that mark is exactly right.
41:09But what's interesting is that the marks on the sort of the pulleys on the inside here, on the camshafts,
41:15don't actually mark up or join up with the marks on the cam covers, which is a bit odd.
41:21But I think somebody may have been really clever here.
41:23So let's have a little look.
41:25I'm going to wind it around just a little bit more.
41:41So I can now see the cam rising past.
41:47So now the valve is coming up, it's closing.
41:50So we've done our suck and we unsqueeze.
42:02Right.
42:02So this is now 18 degrees before, and you can see the cam lobe is up in the air.
42:09So then we should have a bang.
42:11So there's top dead centre.
42:12So let's have a look.
42:14And where's our distributor arm is?
42:18Just gone past one.
42:20So that was our bang stroke for sure.
42:31Aha.
42:32So if I go to there, so they're all lining up, then basically we're no longer the top dead centre.
42:40Right then.
42:41So now all of our marks are lined up on the back pulleys here, on the cam pulleys.
42:45Let's have a little look on our flywheel end.
42:49Aha.
42:50So there is a much clearer mark.
42:52It's actually sort of like a little nut that's been painted with a bit tipex or whatever.
42:56So this could be because when you static time or sort of set up the timing for the engine,
43:01it's about 18 degrees before top dead centre.
43:03That might be where that is.
43:04It might just be a convenient sort of nut on the clutch cover.
43:08But either way, it's very handy.
43:10So obviously if I've got that mark in the right place, I've got these marks in the right place,
43:13then theoretically everything's ready to go.
43:15So when I then change the belts, I know where to put everything back in again.
43:18And suddenly weirdly on this engine, you don't apparently, according to the user manual,
43:23the instruction manual, you don't actually need to actually lock the cams in position.
43:26Normally the valves or the valve springs are trying to kind of wobble the cams one way or the other,
43:31but I guess there's enough of them on here.
43:32Maybe they kind of find some kind of equilibrium and they should be okay.
43:35Because I've got the marks in place, even if something does move, I can move it back.
43:38And obviously I will check it by hand afterwards to make sure nothing's still clashing.
43:42But I don't need a locking tool, apparently.
43:44So let's just try and change the belt without a locking tool on both sides.
44:15I'm also going to be changing the pulley.
44:17This little idle pulley here.
44:21Again, we have no idea when it was last changed.
44:23It looks quite rusty.
44:24Wait.
44:25Way down in my soul.
44:27Don't ask me where I get it from.
44:30Just, baby, I don't know.
44:32I just feel it.
44:34I don't want a thing you love.
44:36I'm going with my instincts.
44:39That thing I trust.
44:41I just feel it.
44:43I feel it. I feel it. I feel it. I feel it. I feel it. I feel it.
44:55I think that is still a tooth out. Infuriating piece of... Can we do it?
45:00Can we cheat it that way? Is that something that's clever?
45:16So hopefully it's now back in position. So we're now going to roll it forward.
45:22And with any luck, when I've done one whole revolution, our marks will be back in position.
45:32So here we go. That one lines up there. That one lines up there. That does look good over
45:38there for a chain. And what's the top one like? Top one. I think we've done it.
45:42Hurrah. So one side is done. Only took a couple of minutes, which is brilliant.
45:48So...
45:51I feel it.
46:00I feel it.
46:08I feel it.
46:11I feel it.
46:11I feel it.
46:11I feel it.
46:11Way down in my soul.
46:13Don't ask me where I get it from.
46:16Cause baby, I don't know.
46:18I feel it.
46:19I don't wanna think too much.
46:22I'm going with my instincts.
46:25That thing I've got.
46:26I feel it.
46:28I feel it.
46:30I just feel it.
46:33I feel it.
46:35I feel it.
46:37I feel it.
46:39I feel it.
46:40Yeah, I feel it.
46:41Cool.
46:43Oh, yeah.
46:48That was a little tougher than I was expecting because those belts are quite tight, which is
46:52probably a good thing in the end.
46:53So we've got new cam belts in position.
46:55We've got our new tensioner pulley bearings in position as well.
46:58And that was good because we have no idea when they were last changed.
47:00And they weren't terrible, but they were definitely on their way out.
47:03So that's good to get done.
47:05Now, we've also checked that our marks are all in the correct position.
47:09And obviously you can see why those sort of locking tools are quite useful, because at least
47:12two of those cams did jump a little tooth and needed a bit of persuasion back in.
47:16But at least that's back to position.
47:17We've gone around now at least one revolution just to make sure that, A, nothing's clashing
47:22if it was really out.
47:23But actually, once it's all settled and back in position, that all our marks still line up,
47:27which they do.
47:28So now I've done that, the tensioner has basically kind of done its job.
47:31I now need to tighten those two up so that they're now rigidly holding everything in
47:35position.
47:36And then we're going to be ready for the next stage.
47:57Oh, we're getting so close.
47:59It's almost underwhelming, isn't it?
48:00Well, the thing is, we now know that we've got compression.
48:02We know we've got oil pressure.
48:04We know that the valves are actually now going to go up and down the way.
48:06They're supposed to not bounce off the pistons and hopefully they'll hold together with those
48:09new cam belts.
48:10So the next thing we need is a spark.
48:12Now, when you get a spark plug out of a box, obviously there is a gap, but it's not necessarily
48:16the correct gap.
48:17Now, there's a bit of a complication with our Ferrari.
48:19So depending on which manual you're looking, either it's 16,000 or 0.4 mil or it's 20 to 25
48:25,000.
48:26Now, I think a slightly fatter spark is probably the way forward.
48:29And I've got a little test just to see how that's going to work out.
48:31So first thing I need to do is actually set the gap itself.
48:34So I've got a cool little tool here.
48:36So obviously, back in the day, you just bang it on a bench and I hope that it was OK.
48:39And get your feeler gauge out and make sure it's OK.
48:41But I've actually got a nice little tool here that I found.
48:44Just pop the spark plug in there like so.
48:47And then I'm just going to use the right feeler gauge here.
48:51And then basically looking for a light drag.
48:53I'm just going to do that up.
48:54So that's a little bit too much.
48:56I'm just literally crank it up.
48:59Well, actually, I'm turning a bit more.
49:04Oh, exactly that.
49:06So you can just sort of feel that motion, which is rather lovely.
49:09And if you go too far, a little tool like this is very helpful as well.
49:12So basically, you can just pop the end in there and then crank it open and start again.
49:17But you can also actually use little different heights all around like a little spiral all the way around there.
49:21So you can actually sort of move that.
49:23I should do it there, shouldn't I really?
49:24So you can see this thing you've got obviously the hole where you can put your spark plug through to
49:28actually kind of open up your gap.
49:30But also you've got this little sort of there's like a spiral all the way around like a helter skelter.
49:36And so the further around, of course, the bigger the gap.
49:38So it's very useful to do things to have in your pocket when you're going to be tuning your car
49:41on the road on the way wherever.
49:43So now I've got my right gap.
49:44I'm just going to pop that in there like so.
49:47I may have to dim the lights for this, but if I turn that on now, I'm just going to
49:51go down, maybe down to sort of a thousand RPM or something like that.
49:57Interesting little clicky noises.
49:59Right. So with the lights off, you can see a little bit more clearly.
50:01So the one with a very small gap, I mean, the sparks are definitely there, but obviously they're not maybe
50:07as fat as they could be.
50:08Well, in the middle of the kind of the Goldilocks one, you've got sort of lots of sparks and they
50:12sort of seem to be striking all the time.
50:13And on the bigger gap, obviously you've got a longer gap to go, but actually perhaps it's less consistent.
50:18And obviously you can get a higher powered coil if you really wanted to go down that road to get
50:22a bigger spark.
50:23And the fatter the spark, the better.
50:24But of course, it also is going to perhaps actually eat away a standard spark plug a little bit.
50:28So you kind of have to think about that.
50:29So obviously we're just going to go with what we're supposed to do, the spec of the vehicle, but we
50:33are going to go for the sort of outer gap on that.
50:35So I'm going to go for that twenty five foul because I just think the bigger the gap, probably within
50:39reason, the better it is.
50:41So I've just got to do all of those spark plugs and then get them into the engine.
51:38So let's do all of those spark plugs.
51:42Right, then, so we're getting even closer.
51:44Now, the next thing, obviously, we know we've got our new spark plugs and everything, but what we don't know
51:49is we're actually getting any spark through the distributor from the coil.
51:52So I've just got a little device here.
51:53I'm just going to pop that onto the number one cylinder, like so, or the number one HT lead, at
52:00least.
52:02And then I'm just going to connect it to an earth.
52:04I'm just going to go for the gearbox down here or the and then John, if you might do the
52:10honors.
52:10Please, so we're just going to hold that in place and then we'll crank it over.
52:24Oh, yes, thank you.
52:26So that's great.
52:27So we've got a couple of little sparks coming from there, which is fantastic.
52:30So that means we have actually got spark.
52:32So that's a very exciting thing.
52:34So if you've got spark there, then the only thing we need now is a bit of fuel.
52:40And of course, the fuel we had in this was pretty disgusting.
52:43So we drained all that out and we've now drained or sort of put in some flushing fuel, if you
52:49like.
52:49So now the time has come because it's only a year since we started this, let's be honest.
52:53So hopefully it'll just about have dissolved all the gunk out of the way.
52:57We can now drop that old skanky, nasty, unpleasant fuel and we'll put in some lovely fresh new fuel and
53:04then we shall see what happens.
53:14Right then, so let's have a little look and see what a year's worth of soaking has done.
53:28Oh, it looks quite disgusting.
53:33That's not a good colour, is it?
53:35It's not a nice colour at all.
53:37But much better than it was when we first did this.
53:52But it absolutely reeks of stale fuel.
53:54It looks a bit like stale pea, I've got to say.
53:57It's not good, is it?
54:08It actually smells a bit more like actual fuel, which is a good sign.
54:18I think that'll do.
54:33Right then, this is the last stage.
54:36Some fresh fuel and I've pushed the boat out and gone for some ethanol free fuel because I think this
54:43car deserves a little bit of love.
54:45It's been a long time.
55:00Lovely.
55:16So now I've reconnected our electric fuel pump.
55:19So John, if you could do the honors and just turn on the ignition.
55:25So now that lovely fresh new ethanol free fuel is going to work its way into the carburettors.
55:33OK, so now maybe try pumping the throttle a little bit, see if anything comes out for the pumps.
55:40Just keep pumping so that the actual...
55:45And we'll try and get the pumps to see if there's anything actually coming out.
55:52A few more.
55:53You can see lots of fuel washing in.
55:55Beautiful.
55:56Cool.
55:57Cool.
55:57So we've now got some fuel coming out.
55:59So I think this is it, John.
56:02If you can do the honors, let's find out if the cheapest Ferrari in Europe, at least it was a
56:08year or so ago when we started this malarkey, is it actually going to run?
56:13Alright, go on!
56:18Come on!
56:19Come on baby!
56:19Bit of gas.
56:20Bit of gas.
56:23Come on!
56:24Come on!
56:24Oh ho ho!
56:26Come on!
56:27Don't tease us sir.
56:32Come on!
56:32Oh ho ho ho ho ho!
56:33Come on!
56:34Oh ho ho ho ho!
56:36Come on!
56:38Oh that's sounding good.
56:39That's sounding good.
56:43Yes! Come on! Come on! Come on! Come on!
56:46Oh, this is good. This is good.
56:55He's just teasing me now.
57:14Yes!
57:31You can turn it off again. Come on.
57:32No, it's still running. It's idling. Look at that.
57:35Well, that is amazing.
57:38So, it's also amazing news because the cheapest Ferrari was actually cheap for the wrong reasons.
57:45So, maybe you've actually got a little bit of a diamond here.
57:48This could not be a lemon. It might be, well, some absolute exciting fruit.
57:53So, I'm just going to be able to tidy up the carburettors.
57:56Get them working properly. Give them a bit of a clean.
57:59Get a bit of an exhaust leak.
58:01We do have a bit of a clean on the inside and on the outside.
58:04But we are on our way.
58:06And all of that stuff is a job for another day.
58:08So, there we are.
58:09Well done, John!
58:11Well done, Ian! Amazing!
58:24That sounds really good!
58:26That sounds really good!
58:41We I don't know!
58:42Look at that.
58:46Let's see.
58:46You know what?
58:57I'll be right back in the middle.
59:00You've got that girl.
59:06I need to go look!
59:06You'll be right back.
59:06You're right back.
59:07You have to look at all and see where the gravity is.
59:08You're just going to have a blow!
59:09I can't wait!
59:09You've got a blow.
59:09You're right!
59:10You've got a blow!
59:11I can't wait!
59:23Got another job, John?
59:25Oh no!
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