512 BBI Boxer Engine Out Major Service S/N 40565

To put the engine and gearbox together again.

 

This photo shows how the starter hole is used as a lifting point.
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• New pilot bearing is tapped into bore.

• After cleaning the bore, a new rear main seal is coated with Pliobond on the OD and tapped into place.

• New Tensioner Bearings are mounted.

• The previously rebuilt water pump is mounted in its bore, once the new o-ring is coated with engine oil.

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Is this the SKF bearing number in question? https://www.motionindustries.com/productDetail.jsp?sku=00134149
I did contact our local SKF distributor branch to confirm pricing and availability vs. the on-line price since SKF was the OEM bearing. As you can see, its not $10
That's not to say if you shop around you won't find better pricing then shown here, but for difference in the Ferrari priced bearing I didn't see the point in that exercise.

 

Timing Drive Pulley Spanner Nuts Torqued
With the flywheel installed and locked to the PM1-6 position. Using a crudely made, and down right ugly, but effective spanner socket was made using a 24mm 1/2" drive socket and a clicker torque wrench. The two spanner nuts are torqued to 95 Ft lbs.
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Once the Timing Belts are installed it will be time to Degree the Camshafts. We had quite a discussion during my last engine out thread 10 years ago see page 3 at http://www.ferrarichat.com/forum/threads/boxer-major-in-a-not-so-mega-garage.173325/ regarding the use of piston stops to locate TDC and verify the flywheel marks. Circling back, and reading reviews on them on line. Buyers report some include a warning "not for use with dome pistons". I have some concerns with using even the spring loaded type on this engine especially with the steeply angled spark plug holes. I may just follow the factory flywheel markings. That is Unless... Has anyone reading this thread ever heard of miss marked Ferrari 512 flywheels?

• Camshaft 6mm Journal Nuts Torqued to 78 inch lbs.
• Water Pump Impeller Nut Torqued to 20 Ft lbs

 

Installing Timing Belts, Tensioner Bearings, and Setting up Cam Degree Timing

I did a search through Ferrari Chat, searching threads or posts that might be tagged "incorrectly marked flywheel" or anything tagged with flywheel marks an found only on hit. A 308 owner that found the flywheel pointer inaccurate by 1/2 a degree. The general consensus from others replying was if it was an F-1 car it might matter.
I did use the piston stop supplied with my Degree Kit but was extra cautious to ensure moving the flywheel it didn't make hard contact with the top of the piston to prove the flywheel marks and pointer are indeed accurate. Well.... Maybe not F-1 accurate.

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The flywheel pointer was located on PM1/6. The camshaft notches aligned with the cap markings. New Timing belts and tensioner bearings are installed. The retaining nuts are tightened but not torqued yet. The degree wheel was attached to the crankshaft using the harmonic balancer nut and thick washer behind the disc as a spacer. The temporary pointer is installed and "zeroed" at TDC, as well as mounting the DTI.

Starting with cylinder 1 exhaust, the crank was rotated clockwise (looking towards the back of the engine). The opening was measured. The crank was again rotated to check exhaust close.

Cylinder 1-6 exhaust cam has the following readings:
Opens: 53 deg BBDC (127 deg wheel reading)
Closes: 10 deg ATDC

The same procedure was used to check the cyl 1-6 intake cam
The readings are:
Opens: 12 deg BTDC (matches flywheel marker "AA")
Closes: 52 deg ABDC

I am satisfied with cylinders 1-6 exhaust and intake cam timing.

The flywheel pointer was relocated on PM 7/12 and the degree wheel and zeroed with the degree wheel's TDC mark. The dial indicator mounted to read cylinder 7 intake and exhaust.
The following reading were measured:

Intake opens: 12 deg BTDC matches flywheel marker "AA"
closes: 52 deg ABDC
Exhaust opens: 54 deg BBDC
closes: 10 deg ATDC

Rechecked cylinder bank 1-6 with the degree wheel and DTI.

The cam timing procedure is now complete but I may circle back on a few to double check.
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Valve clearances were stated on post# 14 of this thread. Is your Konig BB fitted with stock Ferrari cams? I've never heard of the procedure you state being applied on a stock BBI.

 

I checked the WSM and there is a small section on page 43 regarding a .50mm timing clearance. I'll look into this. Thanks for the tip.