I photographed this one at the polo fields in Pebble Beach, 2011. What's the story behind it?...
Logic would state that the best course of action is to buy both bits of 6045 and reunite them, after all both have huge stories, but A + B = might equal C
250 LM Info Index: http://www.barchetta.cc/all.ferraris/by-serial-number/ferrari-by-serial-number/model-index-60-64/model-summary/250-lm-index/index.html 6045 info here: http://www.barchetta.cc/english/All.Ferraris/Detail/6045.250LM.htm From the info in the 6045 link it seems the 2 cars are now with the same owner???
Some good 250 LM sounds in these 2 vids. Part 1. [ame]http://www.youtube.com/watch?v=Ku-xY1HYirU&playnext=1&list=PLF408A89A9C4E2525&feature=results_video[/ame] Part 2. [ame]http://www.youtube.com/watch?v=2MatbHLaOEc&playnext=1&list=PLF408A89A9C4E2525&feature=results_video[/ame]
When I visited Ron about 10 years ago he told that besides cutting up the chassis he used the nose as a mail box.
I prefer the look of the original Pf nose over the Drogo; but that's just me. The DK Engineering video did catch the start-up metallic noises properly. Try starting one when it is cold and has not run for a while - no idle circuit and it wants to get a bit warmed before settling inot its concept of "idle". Jeff
So would you rather have the show car, 6025, or one with a good race history? 6025 is pretty slick, but I vote for a racer.
I would be quite hapy with 5909 or 5907, both have the original nose and a nice racing history plus 6025 for a little comfort. But I am not greedy. Jeff
Jeff,do you know the # of the car Henry Haga had? I'm assuming Ellie sold it after his death? Never mind I found it.It was 5905
Jim-I think "that one" will be in play late this year, or sometime early next-I'm nearly certain of it-it's "the pick of the littter"... without doubt-it was shopped to an accquaintance in advance already...(PS-on crutches, probably not be in Monterey this year) FWIW: Mr Kennedy: I'm sort of forced upright in my chair upon reading your comments as to: the erratic running and "the lack of idle circuit" properties and cold characteristics of the 210/211 engine families... The last time I was in the warehouse.... To start: the primary pump is powered up until the staging fuel can is full, then the feed pump is powered up to load the bowls, then once the clicking stops, and the other mechanic has peered down the throats to ENSURE that there are not ANY sticking needle and seats(thus causing the throats to fill with gas at an almost unbeleivable rate), 2 slow and complete pedal pushes, then push the start button... since the flywheel(this is being generous) is the same, or nearly the same, as in 250/275/330P cars, the noise on cranking is nearly identical, despite their having a vibration dampener where the LM has a clutch(P cars have clutches at the END of the transaxle). The film seems authentic there... Since there is no thermostat in the cooling circuit-as you would expect in a street car-the throttle needs slight blipping, and a period of no more than 10-20 seconds of 12-1500RPMs{at a California 75F(!)}...{at this ambient temperature, the re-condensing of atomized fuel on the throats of the intakes is a problem for only a VERY short period of time. at 45F..that's a different story...idle "hold" may require 2-3 mins of throttle blips and 1300 holding...} at which point a steady idle at 1000 RPMs is SUPPOSSED to hold-with NO spitting, NO burping, and NO tailpipe backfires... If the car can't do what I've just described, then it has not been TUNED properly... Thus, the failure to perform AS DESIGNED, will almost ALWAYS be found in worn and deficient spec "machineshop/oem manufacture" areas, all in KNOWN high rates of wear zones. Most notably, worn throttle shafts and captured bushings which will undulate under the standing wave nodes which are exerting a significant pulsation upon the butterflies in all carb throats. This in turn will exert an axial pressure upon an actuating arm with a radial motion upon the plunger cylinder for the accelerating pump, resulting in a steady streaming of fuel down the throats at idle. This is a common problem in this style of carb(not really a functional problem in diaphragm pluger accel pumps) Using the standard Tipo 130LM camshafts from Ferrari, all of the comp drysump cars will perform pretty much as a 275GTB/6C street car-only with a significantly higher pulling power at the top end...(and without the fear of cavitating oil supply to the rod bearings)but around town tractability loss is NOT in the engine, but can almost always be explained away due to the FUNKY cluthes, and what also is used in these: "straight cut doggiering" transaxles.
Some people drive these cars and keep them properly maintained. Some let them rot and are surprised when they don't start. None of my cars have issues like the ones Jeff described. In town Targa Florio Gearing is a bit easier than Le Mans Gearing. Hope U feel better!