Pantera ZF 1

Hum?

I do know that Ford Power Parts has an adapter bushing made to use the shorter 1-3/8" Ford big-block input shaft in a small block Ford application.
The reason it exists is that the BB "top-loader" transmission pilot snout is shorter then on the 1-1/16" small block version.
The FPP part is machined out of bronze "oilite" material.

It looks like DT had a similar transmission mismatch with the ZF in the 'goose' and decided to go the same route machining thier own adapter. Maybe the GT40's are the same way?

I don't know about the ZF you have but in the case of the Ford BB toploader and the clutch disc, the disc is not special. The spacer just extends the support to the shorter BB input shaft. By the time the flywheel is installed there is enough room for the disc hub to still find the correct zero position.

I'll bet that DT considered the cost of an adapter vs. an input shaft from ZF and went the obvious less expensive route. Most likely ZF wanted a commitment from DT to order a minimum quantity of ZF's with the correct specs? You have to cut the budget somewhere I suppose?

In the Mangusta, the problem that the crank adapter causes is that because of the protrusion, the clutch disc hub bottoms out on the adapter and the friction surface will not contact the flywheel unless the hub is machined shorter. For future reference, I was wondering if the early Pantera with the ZF 1 has the same setup.

I don't mean to crash your thread Dennis, sorry.
That part number is a 67 Mustang 289 clutch.
Looks like eiher you make your own disc or you go to one of the vendors and pay them.

How much is the hub machined? A disc can probably be set in a lathe and the hub trimmed without too much problem.

LastPushButton would be someone you could ask. I think he did a clutch in the car. It has to be a Dash 1 in there. He hasn't been on the Forum much lately. Maybe you can PM him and his email will pick it up?

Dennis,

I have a 71 Pantera and a ZF Dash-1 - Mine didn't have that trans adaptor your showing in the picture. Just the pilot bearing.

Greg

quote:

Originally posted by PanteraDoug:
I don't mean to crash your thread Dennis, sorry.
That part number is a 67 Mustang 289 clutch.
Looks like eiher you make your own disc or you go to one of the vendors and pay them.

How much is the hub machined? A disc can probably be set in a lathe and the hub trimmed without too much problem.


LastPushButton would be someone you could ask. I think he did a clutch in the car. It has to be a Dash 1 in there. He hasn't been on the Forum much lately. Maybe you can PM him and his email will pick it up?

It doesn't look like a whole lot is machined off. It doesn't have to be a precision machining just material taken off for clearance. I have one being made for the Mangusta but was wondering if the Pantera with the ZF 1 would have the same clutch mod.

quote:

Originally posted by RT66_Pantera:
Dennis,

I have a 71 Pantera and a ZF Dash-1 - Mine didn't have that trans adaptor your showing in the picture. Just the pilot bearing.

Greg

Maybe its just for the Mangusta then, might be something to do with the bell housing that keeps the ZF further away from the crank.

Dennis,

That's my guess to...measure the face of the bellhousing to the trans - I'll measure mine on the ZF.

Greg

My early pushbutton DOES have the crank "extension." I learned the hard way the importance of that, when I grenaded a new -1 transaxle after my last engine rebuild (of another block, not having noticed the extension on the old block). Without that extender, the -1 input shaft nose has no support other than the clutch disc itself. And yes, that means the Chevy spline clutch disc. I bought mine (and new 3-finger PP) from Dennis at Pantera Performance and don't really recall any grinding down that had been done, but you could ask him I would think. If the -1 plugs on REALLY easily, you likely have a problem (assuming the engine is still in the car, especially). It's the getting of that engagement that will likely make it a bit tweakier, though YMMV. Of course, I've heard of a "-1 1/2" transaxle that may have some hybrid characteristics here. But if your Mangusta had the extender, I feel confident you'll need it again for support, to avoid eventual mishaps.

This what I was figuring. If the early Pantera used the same ZF 1 as my 'goose with the shorter shaft, then it would need the crank adapter or the bell housing would have to be shorter. RT66 says that he doesn't have the adapter in his pushbutton. There is either some difference in his input shaft length, his bell housing or someone removed it and he's running dangerously without it like you described. I was told the same thing about the 'goose, that it needed the crank adapter for the shaft support. I guess that I'll find out if my pushbutton has it when I get around to separating the trans from the motor. I would assume then that the clutch disc for the ZF-1 equipped Pantera also has to be a chevy 10 spline with the nose machined off. If you didn't have the adapter, then a standard chevy 10 spline would have fit. If this is correct, then a vendor selling a clutch disc for a ZF 1 Pantera would have to have a modified chevy disc.

Dennis,

I don't have a push button car. And no, my main shaft extends into the pilot bearing that is pressed in the end of the crank. It's not free floating. That flat just wouldn't work without serious vibration let alone proper clutch disengagement. The car was all original when I bought it. It had 52,000 miles on the odometer when I bought it but I don't believe it for a second. It's too easy to disconnect the cable at the transaxle. I'll get the bellhousing measuremens and shaft length for you this weekend since my car is apart at the moment. My ZF-1 was just rebuilt ny precision pro-formance and sitting on my bench. I'll also get digital pics for you.

The difference is not if its a pushbutton or not but that it has a ZF-1. The ZF 1 has a shorter input shaft than the ZF 2 which is why it requires the crank adapter in the 'goose. Unless there is a ZF 1 with a longer input shaft or the Pantera's bell housing is shorter or some other difference, there will be a difference in the distance from the shaft to the crank in the ZF 1 equipped Pantera as well. Buttondoor related that he had run his without the adapter (which originally came with his car) and destroyed his trans because the crank didn't brace into the crank. I don't know if he experienced warning vibration prior to the damage. Any thoughts?