gemellocattivo.com

The 308 V12 conversion that started it all is for sale:

https://www.classicdriver.com/en/car/ferrari/308/1977/993617

Last night I hit the contact seller and inquired about the asking price but no response yet.  It looks like a nicely done restoration, I saw an article about 2017 (?) that is was in Germany and being or had been restored, it looks like the owner is ready to move on.



Another is shown in this video post 3 months ago

https://www.youtube.com/watch?v=dMbHbXQqgbU

He says its being prepared for BaT, but I've not seen it pop up there yet.

If mine counts, there are 5 V12 308s.  One with a complete 400i and RHD and looked decent, although the engine bay looked a bit messy with all the CIS stuff and  market in 2017(?) and sold for like $40K which seemed very low.  Then there are 3 365 conversions, one sold last year or the year before and is in Atlanta.  Now the very 1st conversion is being sold in germany and the remaining 365 conversion appear to be heading to market soon.  

They are asking €475.000,00 for the goldsmith car. That's quite a number.

The fuel tank relocation is very clever. The 308 race car I worked on had a front fuel cell. Opened up a lot of room.

_________________
Wade Williams
Master Ferrari Tech
Restoration Tech
Engine Machinist
Fabricator
Racecar Driver

See, I was thinking it a mistake and clearly done by a 911 shop

I know for sure goldsmith left the tanks stock. And performance wise the stock tanks are on the CG so fuel load doesn’t impact f/r balance. So I hate the front tank change. I say screw the mechanic! . Oh wait.....

See, I was thinking it a mistake and clearly done by a 911 shop

I know for sure goldsmith left the tanks stock. And performance wise the stock tanks are on the CG so fuel load doesn’t impact f/r balance. So I hate the front tank change. I say screw the mechanic! . Oh wait.....[/quote]


See, that is why I am here. You see stuff I don't think about. I like that. It keeps me thinking and seeing different angles.
You have the engineer angle and I have the mechanic angle. And they rarely meet.

_________________
Wade Williams
Master Ferrari Tech
Restoration Tech
Engine Machinist
Fabricator
Racecar Driver

I got the new alternator and it looks really nice, very close in size to the original.




From there the assesment goes down hill a bit. First its got a clutch on the drive pulley I can't for the life of me understand why? but the fact that it does makes me question changing the pulley. The pulley it has is 6 rib and I run 4, that should be ok though. The bigger concern is the OD is smaller which for sure will help give me more juice at idle but makes me worry a bit more about slippage and over reving at high rpm. I'll need to think on this.

Then there is the plug, it has 4 wires. 3 usually means its a smart voltage regulator and the 3rd is from the ECU to set system voltage, which I guess they do to improve fuel mileage? not sure about a 4th, hopefully its just a ground but I'll need to find a wiring diagram and do a little research to figure out what I need to do to make it work.

Could the ECM be made to disconnect the clutch at high RPM? I mean, most street cars don't spend a lot of time above, say, 3-4K RPM even if they're high performance cars. Plus you pick up more power while it freewheels.

(Edited to remove attachment.)

I've read that newer BMWs prevent charging during acceleration so that all horsepower goes to vehicle propulsion. Charge is only performed at cruise or decel.

-Tom

This is likely not helpful, but the stock CBX alternator had a friction clutch to reduce the max load experienced on the lightweight jackshaft (and drive gears) that drove it when doing stuff like blipping the throttle.

More info here

Maybe it's something similar to make it less likely for the belt to slip or jump?

Thanks for the thoughts and welcome Tom.


My current guess is they added it its so they can use a lower tension belt tensioner, it likely prevents inertia loading the tensions which could cause the belt to flop as Syscrush proposed

The clutch is a 1 way slipper, so no way to use the ecu to control it. I do love the idea of unloading the alternator to grab a little more acceleration so the ECU could unpower the field I guess.....although I suspect my issue is traction more than wanting more power