Chassis with papers
Wheels Magnesium 8, 9 and 11,5 Inch
Gearbox
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Chassis
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Chassis and suspensions
Front Suspensions
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Magnesium 11,5 Wheels
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My email olczyk@yahoo.com
Also Engine Prototype V8 DE Tomaso with injection from 1965
I m sure that you never see one !
Also Engine Prototype V8 DE Tomaso with injection from 1965
I m sure that you never see one !
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Engine with injection
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You're right- never saw one with slide-valve injection. Interesting.
Jack,
Buy two of those engines after you pick up the chassis to start rebuilding...so that you have spare parts!!!
I can't imagine the nightmare of trying to locate consumable parts as gaskets and bearings!!!
As for the chassis, it wouldn't be worth building a crate to ship it unless you know when it was made, and Phillip needs to post the chassis number for all to know. It certainly looks like it was hacked out of a Goose, by some of the fittings etc. The a-arms appear to be the ultra weak first gen.
I would love to see the rear most portion of the chassis to see what the lower a-arm support looks like. Again, if it is first gen, it isn't worth shipping......IMHO. Send it to the gent that just bought #514 in Germany.
Would be a significant dune buggy chassis perhaps...and you wouldn't need to worry about cutting holes in the glass to build a roll cage to stiffen the chassis!!!
The rims are alluring, although I must question if the measurements are made ID or OD of the tire mounting surface. Do they require early hubs made for them? (see parts book note!)
The engines are indeed a piece of Italian casting marvel! I'd bet that ol' Santiago could have more cast up in a heartbeat.....however, I don't ever recall seeing an actual test of how well (or bad) these little 4.8L (289) works did on a dyno, or on a track..... I figured that the one in the factory was a static display, with no pistons.......just a crank! But that is a guess entirely! (For the '66 Turin "wall chassis"!)
It appears the distributor may actually be a Ford unit...but can't see enough detail to tell for sure.
Interesting!
Ciao!
Steve
Buy two of those engines after you pick up the chassis to start rebuilding...so that you have spare parts!!!
I can't imagine the nightmare of trying to locate consumable parts as gaskets and bearings!!!
As for the chassis, it wouldn't be worth building a crate to ship it unless you know when it was made, and Phillip needs to post the chassis number for all to know. It certainly looks like it was hacked out of a Goose, by some of the fittings etc. The a-arms appear to be the ultra weak first gen.
I would love to see the rear most portion of the chassis to see what the lower a-arm support looks like. Again, if it is first gen, it isn't worth shipping......IMHO. Send it to the gent that just bought #514 in Germany.
Would be a significant dune buggy chassis perhaps...and you wouldn't need to worry about cutting holes in the glass to build a roll cage to stiffen the chassis!!!
The rims are alluring, although I must question if the measurements are made ID or OD of the tire mounting surface. Do they require early hubs made for them? (see parts book note!)
The engines are indeed a piece of Italian casting marvel! I'd bet that ol' Santiago could have more cast up in a heartbeat.....however, I don't ever recall seeing an actual test of how well (or bad) these little 4.8L (289) works did on a dyno, or on a track..... I figured that the one in the factory was a static display, with no pistons.......just a crank! But that is a guess entirely! (For the '66 Turin "wall chassis"!)
It appears the distributor may actually be a Ford unit...but can't see enough detail to tell for sure.
Interesting!
Ciao!
Steve
Great to see more photos.
Yes, we have parts to rebuilt them and the engine have been sold already.
Yes, we have parts to rebuilt them and the engine have been sold already.
There is another one of these engines, sitting on an engine stand in the display lobby of Hall Fabrication & Racing (no relation to Hall Pantera), in Benecia, CA. The owner got it in a trade and had no idea what it was until I told him about it!
That motor has been detailed with a Shelby GT350 cast aluminum "T" pan, and a billet timing chain cover with no provision for a water pump of any kind? It has Weber carbs.
By the way, these are not complete De Tomaso engines. Instead, they are standard Ford 289 blocks/cranks/rotating assemblies, topped with De Tomaso aluminum cylinder heads. The heads have the intake runners cast integral with the heads, exactly like the Gurney-Weslake Eagle heads that were used on the '68-69 Ford GT40s, except the Eagle heads tilted the carbs inwards towards each other slightly. A cast aluminum plate goes on top of the engine, between the heads, over the lifter valley. There are also a pair of water pipes which bolt to the inside of the cylinder heads below the carbs, and route cooling water into the cylinder heads. The pipes in the motors pictured are different from the one in Benecia. That one is set up like a Gurney GT40 motor, and the water pipes face rearward, leading me to speculate that they were installed backwards by accident.
There's nothing especially tricky or significant about the valvetrain, and they use all standard gaskets. So this De Tomaso engine would be no different than running a conventional Ford equipped with aftermarket heads, other than the minor challenge of making gaskets to mate the water pipe to the heads, and the valve covers to the top of the heads. Child's play, though.
Philippe's motor was equipped with a dry sump system and slide fuel injection, which of course adds an element of mechanical challenge to the equation. But again, that would be no easier or more difficult than adding those items to a regular Ford.
That motor has been detailed with a Shelby GT350 cast aluminum "T" pan, and a billet timing chain cover with no provision for a water pump of any kind? It has Weber carbs.
By the way, these are not complete De Tomaso engines. Instead, they are standard Ford 289 blocks/cranks/rotating assemblies, topped with De Tomaso aluminum cylinder heads. The heads have the intake runners cast integral with the heads, exactly like the Gurney-Weslake Eagle heads that were used on the '68-69 Ford GT40s, except the Eagle heads tilted the carbs inwards towards each other slightly. A cast aluminum plate goes on top of the engine, between the heads, over the lifter valley. There are also a pair of water pipes which bolt to the inside of the cylinder heads below the carbs, and route cooling water into the cylinder heads. The pipes in the motors pictured are different from the one in Benecia. That one is set up like a Gurney GT40 motor, and the water pipes face rearward, leading me to speculate that they were installed backwards by accident.
There's nothing especially tricky or significant about the valvetrain, and they use all standard gaskets. So this De Tomaso engine would be no different than running a conventional Ford equipped with aftermarket heads, other than the minor challenge of making gaskets to mate the water pipe to the heads, and the valve covers to the top of the heads. Child's play, though.
Philippe's motor was equipped with a dry sump system and slide fuel injection, which of course adds an element of mechanical challenge to the equation. But again, that would be no easier or more difficult than adding those items to a regular Ford.
Mike,
I believe you are mistaken.
In pictures I have seen to date and in person, the blocks are nothing like Ford ever produced...although perhaps "copied" in a very thin manner, which could explain why the one near you has aluminum heads on a cast iron block?
Pictures that I have, and that Denis C has of other engines, show an aluminum block of crazy porportions, that accept a 9 bolt bellhousing vs the normal 6 bolt config. (Plus two alignment pins). No Ford ever came like that....nor did they come in aluminum!
The one at the factory was all alloy, as is the block that Phillipe is trying..make that has already sold. In the picture of the rear of the engine, you can see the extra boss at the very top of the rear flywheel area. But not anything of the sides etc.
My guess, and popular myth or articles, suggest that DeT used the crank/rods/piston dimensions, and probably a whole lot of other dimensions....and just "Italianized" the castings!
This being the case, you could then put the heads on a cast iron block. Perhaps that is what is up at Hall.
The homologation doc shows an all alloy engine I believe as well.
Crazy stuff!!!
Steve
I believe you are mistaken.
In pictures I have seen to date and in person, the blocks are nothing like Ford ever produced...although perhaps "copied" in a very thin manner, which could explain why the one near you has aluminum heads on a cast iron block?
Pictures that I have, and that Denis C has of other engines, show an aluminum block of crazy porportions, that accept a 9 bolt bellhousing vs the normal 6 bolt config. (Plus two alignment pins). No Ford ever came like that....nor did they come in aluminum!
The one at the factory was all alloy, as is the block that Phillipe is trying..make that has already sold. In the picture of the rear of the engine, you can see the extra boss at the very top of the rear flywheel area. But not anything of the sides etc.
My guess, and popular myth or articles, suggest that DeT used the crank/rods/piston dimensions, and probably a whole lot of other dimensions....and just "Italianized" the castings!
This being the case, you could then put the heads on a cast iron block. Perhaps that is what is up at Hall.
The homologation doc shows an all alloy engine I believe as well.
Crazy stuff!!!
Steve