[DeTomaso] DeTomaso Digest, Vol 103, Issue 23-shocks
rcbsons1 at aol.com
rcbsons1 at aol.com
Wed Jan 23 15:51:58 EST 2013
Just remembered my 550/750 aldins have rubber mounts. That may soften things a bit
Quella told me his tube frame car had 950/1100 springs I heard he is bringing it to the track in Az
this year
Sent from my iPhone
Bob Benson
RC Benson & Sons
Office 650-965-3430
Cell 408-209-7677
On Jan 23, 2013, at 11:00 AM, detomaso-request at poca.com wrote:
> Send DeTomaso mailing list submissions to
> detomaso at poca.com
>
> To subscribe or unsubscribe via the World Wide Web, visit
> http://poca.com/mailman/listinfo/detomaso
> or, via email, send a message with subject or body 'help' to
> detomaso-request at poca.com
>
> You can reach the person managing the list at
> detomaso-owner at poca.com
>
> When replying, please edit your Subject line so it is more specific
> than "Re: Contents of DeTomaso digest..."
>
>
> Daily Detomaso List Digest
>
> Today's Topics:
>
> 1. Engine parts for sale (Lynn Wall)
> 2. Re: Engine parts for sale (michael at michaelshortt.com)
> 3. Re: Spring rates (richard bosch)
> 4. Re: Spring rates (Tom Shinrock)
> 5. Re: Spring rates (MikeLDrew at aol.com)
> 6. What is the Best Anti-Corrosion Coating? (Peter Havlik)
> 7. PI forum thread of garbage. (Corey Price)
> 8. Re: Spring rates (Mike Thomas)
> 9. Re: Spring rates (Will Kooiman)
> 10. Re: Spring rates (John Buckman)
> 11. Re: What is the Best Anti-Corrosion Coating? (mark skwarek)
> 12. Re: Spring rates (Don Thomas)
> 13. Re: What is the Best Anti-Corrosion Coating? (Terry Appleby)
> 14. Re: Spring rates (SOBill at aol.com)
> 15. NPC - be careful if someone lends you their 917 (Charles McCall)
> 16. Re: NPC - be careful if someone lends you their 917 (Rob Dumoulin)
> 17. Re: NPC - be careful if someone lends you their 917 (SG)
> 18. Re: What is the Best Anti-Corrosion Coating? (Jeff Detrich)
> 19. Maseratisource suspension kits... (MikeLDrew at aol.com)
> 20. Re: Maseratisource suspension kits... (Julian Kift)
> 21. Re: NPC - be careful if someone lends you their 917 (John Zeedick)
>
>
> ----------------------------------------------------------------------
>
> Message: 1
> Date: Tue, 22 Jan 2013 14:12:37 -0700
> From: "Lynn Wall" <lwall67 at gmail.com>
> Subject: [DeTomaso] Engine parts for sale
> To: <detomaso at poca.com>
> Message-ID: <004401cdf8e5$35e8a250$a1b9e6f0$@gmail.com>
> Content-Type: text/plain; charset="us-ascii"
>
> 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.
>
>
>
>
>
>
>
>
>
> ------------------------------
>
> Message: 2
> Date: Tue, 22 Jan 2013 16:17:10 -0500
> From: "michael at michaelshortt.com" <michaelsavga at gmail.com>
> Subject: Re: [DeTomaso] Engine parts for sale
> To: Lynn Wall <lwall67 at gmail.com>
> Cc: detomaso at poca.com
> Message-ID:
> <CAEWtxWpt7wqaeFfpBRG3GxHzLVyF2APZmj6Y+BQde4E45Ohszg at mail.gmail.com>
> Content-Type: text/plain; charset=ISO-8859-1
>
> You are not planning to bore it out more than .030 are you?
>
>
> Michael
>
>
>
>
> On Tue, Jan 22, 2013 at 4:12 PM, Lynn Wall <lwall67 at gmail.com> wrote:
>
>> 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.
>>
>>
>>
>>
>>
>>
>>
>> _______________________________________________
>>
>> Detomaso Forum Managed by POCA
>>
>> DeTomaso mailing list
>> DeTomaso at poca.com
>> http://poca.com/mailman/listinfo/detomaso
>>
>
>
>
> --
>
>
>
>
>
>
>
> Michael L. Shortt
> Savannah, Georgia
> www.michaelshortt.com
> michael at michaelshortt.com
> 912-232-9390
>
>
> This email is protected by the Electronic Communications Privacy
> Act, 18 U.S.C. Sec. 2510-2521, is confidential and may be legally
> privileged. If you are not the intended recipient, you are hereby notified
> that any retention, dissemination, distribution or copying of this
> communication is strictly prohibited. Please reply to the sender that you
> have received this message in error, then delete it. Thank you
>
>
> ------------------------------
>
> Message: 3
> Date: Tue, 22 Jan 2013 14:40:19 -0800 (PST)
> From: richard bosch <theemonkey at yahoo.com>
> Subject: Re: [DeTomaso] Spring rates
> To: detomaso at poca.com, garth rodericks <garth_rodericks at yahoo.com>
> Message-ID:
> <1358894419.33676.YahooMailClassic at web140401.mail.bf1.yahoo.com>
> Content-Type: text/plain; charset=iso-8859-1
>
> Garth, i have the QA1 shocks with 450 and 600 springs.Love them on the street,on the track,off the track over the hills and thru the woods..... ?: )
> PS,Brent Stewart has Aldan Eagles,not the QA1's.He has had them repaired more than once,including one that was repaired then failed on the ensuing test drive!
> I heard somewhere that they have improved them since,but not positive.
> PSS,my Basset 15 inch steel wheels with slicks are 11 pounds lighter per wheel/tire combo than my 18 inch Kinesis aluminum wheels with street tires.For what it is worth.
> PSS,i have ridden in Bob Bensons car with his much stronger springs and it is still fairly smooth on the street and track.I think part of the ride quality is what firmness setting you set the shocks at if you have adjustable shocks.
>
> ------------------------------
>
> Message: 4
> Date: Tue, 22 Jan 2013 18:39:42 -0500 (EST)
> From: Tom Shinrock <tmshinro at aol.com>
> Subject: Re: [DeTomaso] Spring rates
> To: detomaso at poca.com
> Message-ID: <8CFC710E29ABD67-DF4-2DDE9 at webmail-m076.sysops.aol.com>
> Content-Type: text/plain; charset="us-ascii"
>
>
> Just curious, how can I tell what my spring rates are if I don't know them? I assume they would have to be removed from the car to be measured. My car has Koni shocks that were on the car when I bought it 25 years ago. I always thought my car had a "firm" ride but since I haven't been in many other Panteras I don't know what the normal ride feels like.
>
> Tom
> #5186
>
>
>
>
>
>
>
> -----Original Message-----
> Fro
More information about the DeTomaso
mailing list