[DeTomaso] Ferrari vs. DeTomaso Pantera auto-x

[Nolan Scheid]

Thanks for the link Mark.
That is John Parsons in the Pantera.  I feel fortunate that he sold me that motor after he freshened 
it up.
Below is the text that John sent me wih some of the original specifics. When he rebuilt it, he 
upgraded pistons, crank and perhaps the rods.

Take care,
Nolan


Building a  414 STROKER Cleveland


 By Randy Gillis

 The car is a daily driver and weekend warrior, so  we had to establish a realistic goal. This 
became: 500hp,  pump gas, 6500rpm max, 6000rpm practical limit, low maintenance. In fifth gear this 
is plenty fast. With 500hp it will get there fast too!
 As you will see this is not a 'trick' engine. I built this to be as easy on the wallet as possible, 
yet still meet the goal. Today 1hp per cubic inch is very easy to do, 2hp percubic inch is up in the 
realm of drag race/Nascar, so our plan became a  big inch 1.25hp per cube motor. This is how (and 
why) we went about it .
 351c all cast iron. 4.060 bore, 4.0 stroke, = 414cubic inches (x 1.25 = 500+ hp )
note: block is D2AE-CA used race block that already had thousands of miles at .045 over without a 
problem. This is the only reason this block was not sonic checked .Except in this case I would never 
bore a block this big, without a sonic check first. this was honed with torque plates at Johns 
request to 4.062.
 Crank is a production 400 'M' of unknown origin radically ground down from 2.311 on the rods to 
2.100 and from 3.000 mains to 2.750. Yes that is over .200 under, it is a source of amusement when 
people worry about .020 or .030 under crank! This crank was supplied as part of a kit purchased from 
a local speed shop, the snout , the counterweights, and the oil passages were modified to work in 
the 351c block.  As recieved (fully balanced) I simply washed it and bolted it into the block with 
110ftlbs and 45ftlbs. Rods furnished with the kit are Eagle 6.000 small block Chevy (gets the 
expense down) I numbered them washed them and installed them as is, torqued to 90ftlbs.
 Pistons, also furnished with the kit are Ross, actual size 4.055 dia (.007 clearance from 4.062 
bore). deck height 1.190 this produces compression of just over 11 to 1, my intention was to remove 
more material from the combustion chamber , bringing down the compression a little, but Vegas was 
too close . The rings  are 1/16 Speed Pro single moly, file fitted to .016 end gap on the 1st ring 
and .012 on the 2nd ring. The oil ring is 3/16 standard tension with a Ross supplied spacer/bridge 
as the wrist pin is in the oil ring groove. Pin dia is .927 (small block chevy) with a .150 wall 
thickness and is 2.500 inches long. It is secured with 2 spirolocks per side. I numbered them, 
washed them and  installed them on the rods adding the rings afterwards. The single valve relief 
(intake)is .312 deep at its lowest point , piston to valve clearance is .16 as my hydraulic cam is 
fairly short on duration.
 Bearings are H series small block Chevy, std rod bearingswith no modifications, from clevite 
running .0025 clearance. Mains are std 351c .003 clearance, by ACL and are not full grooved due to 
the crank being cross drilled by the supplier.
 Balancer is stock 4v/Cobra jet (used),  Boss 351 or aftermarket would be a better choice.
 Flywheel is stock 351c
 Oil system uses a standard volume oil pump with a motorsport or Moroso high pressure spring shimmed 
with a .060 washer for 100lbs pressure cold. It has 2 cover plates to reduce  cover flex. Windage 
tray ,adjustable for stroke and rod combo's (clearance) from MPG head service in CO. Pan and pickup 
are rare factory De-Tomaso race pan (10 quarts) as pictured in the official race parts catolog, 
filter is Ford lf 1 hp, or Fram HP1 (due to the high pressure)
No other oil system mods or restrictions. std oil pump driveshaft, aftermarket is not necessary. Oil 
is mobil 1 synthetic 15-50 wt no additives.
 Timing chain is a used cloyes true roller in good shape, the Ford Motorsport would be a good 
choice. Cam bearings are stock Ford, they are installed undersize and then machined true. 
Replacements are not as precise. Unless stockers are flaking I dont replace them.
 Cam, is a custom regrind hydraulic non-roller. Specs @.050 are 242 intake,248 exhaust lift at cam 
is .351int .327 ex, actual valve lift with 1.8 rocker ratio is .63 int .59 ex
lobe center is 106deg installed 4deg advanced. Keep in mind that Horesepower is only required to 
6000 rpm so we dont need a top end cam but we do want a lot of torque to come out of corners hard.
 Lifters  are used re-faced stock Ford (mfd by Eaton), local cam grinder did lifter refinishing for 
$1.00 apiece. Pushrods are Erson 3/8 hardened for guideplates. Boss 351 also would work well for 
mild spring pressures.
 Heads are 1970 351c 4v closed chamber, with hardened seats Erson stainless steel valves,
Boss intakes or single groove TRW intakes are ok but do not use stock exhaust valves or TRW 
replacements. At these rpm's titanium is not necessary. These heads were modified by John for screw 
in studs and guideplates, although the Crane econo conversion works  with low spring 
pressures(350lbs max open). I ported the exhaust ports and bowls myself. Do not alter the intake 
port or bowl in any way, this is counter productive, it doesnt matter how ugly the intakes may look, 
you will only hurt them if you change them. Port plates on this engine would be a waste of money, 
they alter the port incorrectly by removing the venturi or high speed "neckdown" area needed to turn 
the mixture into the cylinder. The valve springs are 1.55 Erson singles , set at 125lbs closed and 
350lbs open. the retainers are machined steel and machined steel locks.
P.C. seals are installed without the protective sleeve for a looser fit on the valve stem
 (to promote valve  guide lubrication). Head gaskets are Ford 'McCord' D3ZX6051 AA
Felpro 1013 are also good. I applied silicone sealer to the back edge of the gasket to prevent water 
seepage. the head bolts are torqued in steps to 125ftlbs. The rockers are Erson rollers at
1.8 to 1 ratio set at '0' lash plus half turn preload.
 Intake is a Holley Strip Dominator, the best of the stock choices. This one had a lot of under carb 
work with a lot of time on the flowbench. it was purchased used, from a friend.
 Carb is a Holley 850 doublepumper
 Ignition is a Duraspark distributor 34deg total advance with a slow curve to avoid detonation with 
our compression ratio. MSD 6AL box and coil w 6500rpm chip.
Street plugs are motorcraft AF32 raceplugs are AF501, gapped at .045.
 High flow aluminum water pump, Flow kooler or weiand.
 Exhaust, john's custom,GTS headers from Hall Pantera, modified to remove the 'Y' collector 
sections, and added a 2 1/8 step up, and large 4 into 1 collector, to a 3.0" pipe all the way back 
with 2  supertrapp Mufflers(  3.0" cores removed for the track).
 From start to finish, I spent 40 hours doing everything listed here, including the multi angle 
valve job and the port work.
  It fired right up, John drove it to Vegas to break it in, and used it full tilt for the firs time 
at the PCNC track event. Today the motor remains untouched.
 Could this motor be different...better...tricker....,   sure!  but not simpler or cheaper!
The parts for this motor, complete, everything from oilpan to carb was about $4000! ( not including 
labour)

Any further inquiries about John's motor or obtaining one like it contact me by writing,

 Randy Gillis
 997 S Clarence St
 Anaheim
 Ca 92806

 Randy was recently hired as a design engineer at JE pistons in HB California.
 reprinted by permission.

Addendum 1  On a Dyno Jet dyno, this motor installed in a Pantera,    produced 432 
horsepower(6200rpm) and 400ftlbs torque (5100rpm)
  at the rear wheels.






----- Original Message ----- 
From: "Mark McWhinney" <msm at portata.com>
To: <detomaso at realbig.com>
Sent: Thursday, June 14, 2007 12:23 AM
Subject: [DeTomaso] Ferrari vs. DeTomaso Pantera auto-x


>
> Turn the volume up on this one.  The exhaust note tells it all.
>
> http://www.youtube.com/watch?v=N8RJLPlWEsI
>
>
>
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