[DeTomaso] Engine parts for sale

Lynn Wall lwall67 at gmail.com
Tue Jan 22 16:12:37 EST 2013


All,

When I purchased my 1972 Pantera it came with an engine rebuild kit.  All
good quality and suitable for a warmed up 351C but not too radical.  The
pistons are for a .030 bore.  I have decided to go for a build that is more
radical than these parts can support.    Dan Jones evaluated the parts and
came to the same conclusion.  I will also be replacing my crank (turned .010
with bearings) and rods.  All these rebuild parts are in the original boxes
however, they are probably 8 years old.

 

If any of you would be interested in purchasing them please contact me
offline.

 

Thanks, Lynn

 

Dan's comments  and part numbers are below for those interested.

 

Pistons 2298P .030

 

Those are Sealed Power cast flat top pistons.  You need forged pistons with
a different pin height.

 

> Felpro gaskets set

>        Heads are 8347PT-1

>        R3565

 

The headgaskets are rebuilder type.  I prefer the SG series from
Victor-Reinz.

I like the Fel-Pro performance gasket set for everything else.

 

> Clevite crank bearings

> KMS - 1010 P-10

> KCB - 927 P-10

 

Clevite has several series of bearings.  Here's what Clevite sasy about
them:

 

AL-Series

For some applications, the softer and more conformable nature of aluminum is
preferable to the stiffer characteristics of the steel backings used for
many bearings. Clevite's AL Series rod bearings offer the features found in
OE-type aluminum bearings, combined with the distinct advantages of proven
Clevite know-how. That includes things such as carefully chosen
eccentricities tailored to the application, and that means solid, reliable
performance.

V-series

If you liked the results you used to get with Vandervell
bearings--especially their higher conformability--then you should love
Clevite V-Series main bearings, which basically duplicate the Vandervell
items. They are built on unplated steel backings, for better dimensional
accuracy and bore contact, and have low-to-medium eccentricity. The biggest
difference between V-Series and other Clevite 77 bearings is their
lead-indium surface alloy, which gives them that extra conformability.
Unlike Vandervell main bearings, Clevite V-Series main-bearing sets use a
single-piece thrust bearing, so you don't need separate, assembled thrust
bearings. Extra-clearance variations are available to provide an additional
0.001 or 0.002 in.

of clearance.

P-series

P-Series main bearings are the oldest members of the Clevite 77 bearing
family and are intended for high-revving engines. To compensate for the
high-load factors and distortion in these engines, these bearings have
higher eccentricity and a high crush factor.

P-Series bearings are built on steel backings with extra-thin overlays to
prevent overlay fatigue. In addition, the oil grooves on most applications
extend all the way around both halves for better oiling.

H-series

Clevite H-Series main bearings were developed primarily for NASCAR racing,
but are well suited to other types of competition engines as well. They're
especially good for engines that run at medium-to-high revs. They have steel
backings with carefully selected overlays and a high crush factor, plus a
medium level of eccentricity. H-Series bearings have enlarged chamfers at
the sides for greater crank-fillet clearance and are made without flash
plating for better seating.

They're also available with either 180 degree or 360 degree oil grooves, as
well as an extra 0.001 in. of clearance.

 

Some of the series have coated versions available. Your main and rod bearing
are P-series.

However, you won't be able to use the rod bearings because they are 351C
dimension and your stroker kit rods will be 2.1" journal SBC.

 

> Clevite cam bearings SH-70 .010 over

 

Ummm, I've never heard of 0.010 over cam bearings.  You do that on rods and
mains but on cams you always use standard.  I think the part number is
SH710S for Cleveland cam bearings.  TMeyer Inc carries a special grooved cam
bearing set that can be used for oil control in a Cleveland:

http://www.tmeyerinc.com/exclusiveproducts.html.

Those plus a gated/baffled pan and a blueprinted standard volume oil pump is
really all that is required for the RPM you are going to be turning.  Lifter
bushings are a nice to have if they are in the budget.  One thing to be
aware of is that Cleveland cam bearings were align bored in place.  When you
replace them, they can be tight.  If you find that to be the case, you can
use a curved hand scraper to scrape the high spots or you can cut grooves
into an old cam and use it as a cutting tool.

Use plenty of

cutting fluid and clean it well afterward.

 

> Seal Power oil pump 224-41166HV

 

That's a 351C high volume oil pump.  Use only with an increased capacity oil
pump.  I prefer a blueprinted stock volume but that is one part that could
be used.

 

> Hitech Cam 202202

 

I'm not familiar with that cam.  Do you have the cam card?  My guess is that
the 202202 indicates 202/202 intake/exhaust duration @ 0.050". That would be
a stock replacement type cam.

 

> Lifters 16 900

 

Those are Sealed Power SBF (same a 351C) flat tappet lifters. Is there a
letter after the 900?  Something like 900-B or 900-R.  In any event you
can't use them because your cam will require roller lifters.

 

 

 




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