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emmanuel from sydney australia again.Thanks for the advice on oil pan.Briefly describing my pantera. it is a 1982 Red GT5 PANTERA not grey. It has all the original body of a gt5 including the wheels leather recaro seats koni shocks ap race brakes quad webbers.This car was a multiple summernats winner back in the late 80s.Also was featured in many car magazines by the previous owner.The car went into storage in 1991 and i brought it back to life at the start of this year.I had been looking for a pantera for 2years and found it very hard to find something descent.In the process of looking i came across a early pushbutton needing restoration offerd a figure but to this day the guys still thinking about it.Then a gun metal grey one 1973 gt5 lookalike went on to the market ie dennis beat me to it but my heart was set on a late model red one.Actualy found out that gun metal grey pantera was owned by the owner of de tomaso australia and was featured in a few car magazines.Any way i have learnt a lot from this forum and still learning. iI have a few questions that i need to clear.Currently my car is getting a minor rebuild.Engine was supposed to be a 500hp beast,however after pulling it out because of a rear main leak it was standard with race cam and minor port work.So lets build an engine.Thinking of stroker use same 4v heads quad webbers all on pump gas.Cant decide wheather solid roller or hydraulic.Also can you still get the original suspension bushes and how much?
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The guys name is Jaque. He calls himself Masertisource and trades on ebay all the time.
He is the guy with the original rubber factory bushings.

As far as lifters go,Crane makes a conversion kit to go to your choice of hydraulic or solid roller lifters.

They are heavier and require more spring pressure. That will create more rapid valve trainwear unnecessarally, in my opinion.

If you want a simpler, healthy Cleveland I recommend going to a solid lifter valve train. There seems to be a lot of misunderstanding about how one adjusts solid lifters.

Simply put they are done with the engine off. The Ford shop manual clearly delineates the procedure. Unlike the Chey engines converted to solids, they pretty much stay adjusted.

Apparently not only have I become the "Weber guy", I'm also the "solid guy" as well.
I just can't believe the misunderstandings on solid lifter camshafts.
quote:
Originally posted by manuel289:
...Cant decide wheather solid roller or hydraulic...


Normally a person installs the hydraulic valve train unless there is a reason to install the solid lifter valve train. Modern hydraulic roller lifters are capable of following amazingly high rate camshaft lobe ramps at substantially high rpm. The hydraulic roller cam makes the solid lifter cam unnecessary for all but serious competition. Its all you need to make a 500 bhp motor. You haven't explained how you intend to use your automobile. The real question is this: why do you think you need a solid lifter valve train?

quote:
Originally posted by manuel289:
...can you still get the original suspension bushes and how much...


I have compared the oem bushings to the bushings from the e-bay guy. They are identicle. I purchased all 16 of them for about $20 each. Julian contacted the seller via e-mail and arranged a better deal for himself, around $15 each I believe.

quote:
Originally posted by lastpushbutton:
...I have a 600 hp 409 chevt small block we drag race. I have over 200 passes on the motor. Every time i go to adjust the valves, they are exactly as they were set when we built the motor...


Bill, 200 passes is only 100 miles. I'll bet your valve train will need adjusting after about 12,000 passes! He, he, he ...

your friend on the DTBB
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