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<body class='hmmessage'><div dir='ltr'>Mike,<div><br></div><div>That's probably the dogs bollocks of setups for the man who <span style="font-size: 12pt;">when he drinks beer only </span><span style="font-size: 12pt;">drinks Dos XX. I'm sure cheaper variants would be available from the GT40 replica vendors like RCR, ERA, Superformance etc.</span></div><div><br></div><div>The inverted bellhousing's I see occasionally for around $350, in fact I have a surplus one for sale on GT40's.com for that exact amount. Kennedy Engineering is big into specialist clutch & flywheel kits for kit cars as well as bell housings.</div><div><br></div><div>I don't have good photos for bell housing ground clearance of my GT40, but how low do you want to go?</div><div><br></div><div><div style="display: inline-block" id="inlineImage0"><!--tmpl() _92--><span contenteditable="true"> </span><div style="display: inline-block" contenteditable="false" class="inlineImage" initheight="597" initwidth="796"><img src="cid:inlineImage0" height="597" width="796"></div><span contenteditable="true"> </span><!--/tmpl--></div><br></div><div><br></div><div>Julian<br><br><div><hr id="stopSpelling">From: MikeLDrew@aol.com<br>Date: Sat, 18 Jan 2014 16:03:03 -0500<br>To: guson@home.se; michael@michaelshortt.com<br>CC: detomaso@poca.com<br>Subject: Re: [DeTomaso] Dry Sump<br><br><font face="arial,helvetica"><font color="#000000" face="Geneva" size="2"><br>
In a message dated 1/18/14 12 01 45, guson@home.se writes:<br>
<br>
<br>
</font><blockquote style="BORDER-LEFT:#0000ff 2px solid;MARGIN-LEFT:5px;MARGIN-RIGHT:0px;PADDING-LEFT:5px;"><font color="#000000" face="Geneva" size="2"></font><font color="#000000" face="Geneva" size="2">Even without the wet sump and with an inverted transmission, doesn't the flywheel and bellhousing rather quickly limit the amount of lowering that can be done?<br>
</font></blockquote><font color="#000000" face="Geneva" size="2"><br>
<br>
>>>If you do it properly, you fit a GT40 clutch/flywheel/bellhousing combo, which is substantially smaller in diameter than the standard Ford/Pantera setup. This is how the GT40 drivetrain was so low--I think a GT40 clutch is only about 8 inches in diameter, compared to the standard Ford 11-inch setup.<br>
<br>
I don't know of any Panteras (with the possible exception of that super-radical car in Australia that barely looks like a Pantera) that have gone this far.<br>
<br>
Safir GT40 Spares is the source for a modern, domestic GT40 clutch/flywheel setup. It is VERY expensive (about $2500, not including the bellhousing).<br>
<br>
Here is the flywheel:<br>
<br>
http://i692.photobucket.com/albums/vv288/576103/GT40%20Safir%20clutch/Flywheel.jpg<br>
<br>
With the clutch mounted:<br>
<br>
http://i692.photobucket.com/albums/vv288/576103/GT40%20Safir%20clutch/ClutchFlywheel.jpg<br>
<br>
Bellhousing:<br>
<br>
http://i692.photobucket.com/albums/vv288/576103/GT40%20Safir%20clutch/FinishedBellhousing.jpg<br>
<br>
Note that it is inverted in this picture--there is a cooling scoop at the top of the photo which runs underneath the car to draw air into the bellhousing; it also acts as a skid plate. There is a mesh screen on the top to let heat out.<br>
<br>
http://i692.photobucket.com/albums/vv288/576103/GT40%20Safir%20clutch/SafirClutchBellhousing.jpg<br>
<br>
Here is the whole enchilada together. The bosses on the sides are drilled to accept the lateral bolts used on Dash-1 sideplates, and the two holes are to accept the GT40 clutch slave cylinder. The GT40 slave is a common part (lifted from Triumphs etc.) that has bosses cast into it. There is no bracket associated with it; instead, the slave bolts directly to the bellhousing. It operates vertically; that is, the piston faces the ground, and a different-style arm is attached to the gearbox to release the clutch. The arm is shaped similar to, but different sized from, a VW Beetle setup.<br>
<br>
Mike</font><font color="#000000" face="Geneva" size="2"></font><br>_______________________________________________
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