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The variator shaft is fixed in relation to the camshaft. It should be straightforward to understand that the inside of these gears run on the shaft and the outer runs inside the body. Note that the spring would be pushing the teeth to the right of the picture: When the Motronic decides to activate the variator, oil is allowed to flow into the hole marked red and fills the cylinder of the body with oil under high pressure. The helical gears then turn the body of the variator in relation to the shaft, thus altering the timing.

The number of cars for sale is steadily increasing, buyer enquiries are down and sales seem more difficult to get over the line. It’s not all doom and gloom though – we have still be able to sell cars providing the price is right. If you enjoyed this post why not subscribe to this blog for further updates? Simply enter your email address in the box at the bottom of this page.

The disc was toast from the uneven braking but close inspection revealed traces of brass in the disc (it is hard to see in this picture). The other pads (which were not showing the studs) were at 7mm. This means that the studs will be eating away at the (very expensive) disc when the pads are less than 50% worn. The icing on the cake is that the wear indicator is 4.7mm thick.

Very little has changed since last months update – Ferrari 360 asking prices are broadly unchanged and F430 prices seem to be easing back a touch. We were at the recent Silverstone auction of Ferraris held at the iconic racetrack and in conjunction with the FOC. The first point to note was that the attendance was low – probably because it was held on a Friday when most people were working but also an indication of the general lack of buying interest in the market. This is an indication of the gulf between the expectations of vendors and the level of bids that people are prepared to pay – something which was evidenced directly when I tried to buy the unsold 360 directly from the vendor after the auction.