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I remembered the shaft needs a couple grooves to peen the nut flange into to lock it so added those


I decided I'd gotten a little greeted on the OD trying to get the most spline contact I could, the OD is supposed to be clearance to the spline but was rubbing so I polished off about .001 and the gear installed as a little press



Then ream the other end. Reamers come with a chamfer cut that I just hate so I always stone a slight radius, it makes them cut a more accurate size and leaves a better finish.



Now I need to make the broach support and a few keys so I can cut, index, repeat.

2500... ftlbs? Torks? If that's accurate, you'll be breaking loose in 3rd when it comes up on the cam at 100mph

Hit it with your purse?

I have a wire EDM connection.

It would need to be a sinker, its not a through feature that can be wired.

I multipled the engine torque in ft-lbs time the gear ration, so it should still be ft-lbs I guess. 3rd gear probably will spin too, for sure the last blower motor would take it loose in 3rd. I shifted the gear ratios 24% with the drop gear change but this engine has about 25% more torque than the last so it kind of works out to spinning in 3rd I think.

Once its running right the plan is direct some money to stickier tires which should help.

Until I saw your pics of working on it, I wasn't clear on which gear was damaged or needed to be replaced.

Not feasible to bolt the lower gear to the input shaft of the transmission so that the transmission bearings react the axial thrust?

The V12 is quite a bit longer than the V8. If I had left the drop gears in the stock location the engine would be 2" out the right side of the engine bay. there is exactly 1 place this engine will fit, and that means moving the drop gear case about 2" left.

The old setup was a longer lower gear that bolted to the trans shaft then supported radially with roller bearings. it worked fine until I melted it. That is the way all the other V12 conversions were done as well other than the first few welded the extension to the gear (with failed on at least 1 and a custom longer gear was made, Wade was involved in that repair I believe). I have made and extension and wire EDM's the gear to fit a spline on the extension to avoid welding....but after the melt down the goal this time is to use basically stock gear so it there is ever a next time, its an east fix.

Have you contacted the guy in Australia that makes Ferrari head gaskets that work? Murray Glegg is the guy. He may have a wealth of knowledge and be able to help you with making the correct head gasket.
He made a set for the 250 I am rebuilding and they are very nice.

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

Not yet. Once I pull the head and recheck the cylinder protrusions then get serious. I had some time the other day so drew what I was thinking on the oring thought, but it's on hold for more info