Unpleasant surprise :-(

The piston stud must have done this.

Holy sh....

Wrist pin lock failure. Time for a sleeve and rebuild.

If the heads are original replace the two piece valves while you have it apart or you are gambling with another failure.

The upside is it looks like your block has good thickness on the cylinder walls!

quote:

Originally posted by forestg:
Wrist pin lock failure. Time for a sleeve and rebuild.

So it is possible to sleeve a Cleveland, thought that would be a problem with the thin walls.

quote:

Originally posted by Joules:
If the heads are original replace the two piece valves while you have it apart or you are gambling with another failure.

Heads are original but the valves have long been thrown away by the previous owner, just to be sure.
I was planing on saving for a set of Scott Cook heads.

thanks, Jochen

quote:

I was planing on saving for a set of Scott Cook heads

Good luck with that.

I tried to do just that in late 2016. Actually spoke with him for at least 1/2 an hour, confirmed heads and intake were on the shelf and available for shipping. I gave him all my shipping information as requested so he could create an invoice.

And then all communication ended. At least on his part. I sent numerous emails over the course of several weeks telling him I was still awaiting the invoice, that my funds were available, and I wanted to complete the purchase.

Silence. Crickets. Nada. Zip. Nothing.

I eventually purchased a set of CHI heads through Tim Meyers and a Pantera specific blue thunder intake from Hall Pantera.

Larry

Hi Brick-
Yes a 351-C can be sleeved but for best results (and longevity), only sleeve ONE cylinder on each bank of your V-8. This is especially true if you plan to upgrade the power of your engine. The bore for a sleeve will fall through most cylinders on at least one side, but the critical area is the bottom of all the bores. The boring further weakens the main bearing webs so the engine shop should use minimum-depth sleeve bores and minimum inteference dimensions, with sealant.

Thanks Boss, for the info. I do not understand one thing, what do you mean with minimum interference dimensions?

I'll have to look at my options, how far away is the aluminium block for a Pantera?

quote:

Originally posted by Brickdrifter:


I'll have to look at my options, how far away is the aluminium block for a Pantera?

On the Mustang Boss 302 forum there is a member whit a brand new aluminium 351 Cl, the member is T. Meyer

http://www.tmeyerinc.com/produ...oss-cleveland-block/

not sure if there are any alloy blocks in the pipeline not spoken for, there may be but the cast iron block will be a killer deal and probably the best seller. i have a feeling the cast iron will be next to be cast and the machining will be worked out so it'll go quick

When sleeving a block, the block is bored slightly smaller than the sleeve. Then the sleeve is frozen to shrink it and/or the block is warmed up to make it grow, so when the two parts are joined and temperature-equalized, the sleeve is held very tightly within the block by this 'interference' fit. Running the engine warms everything up, but the two different dimensions still holds the iron sleeve tightly in the iron block. Naturally, this stresses the block a bit. All I'm saying is, due to very likely falling thru the side of the as-cast cylinder, one can use use minimum interference fit dimensions to minimize that off-center stress. The machine shop will be familiar with the concept- and you may get lucky and NOT fall thru one side of your bad cylinder.

In one respect you're already lucky: I once bought a locked-up engine like yours cheap. On teardown, I found the loose wristpin had worn clear through the cylinder wall and wrecked the main bearing supports. I salvaged a few fittings, bolts and the heads and scrapped the rest. Life is a learning process....

Brick, PM me if you're really serious: there is an aluminum Fontana block now available. This is a robust design from Arias Racing that was bought out by Joe Fontana and his partner (now deceased), which was successfully used in pro-racing in the '80s and early '90s. In race form, 410 c.i Fontana engines supported well over 800 bhp on alcohol at over 9000 rpms, for an entire season before needing a rebuild. They can be built to 460 cubic inches. Joe finally retired and stopped making the blocks, which use selected features of both the 351 Cleveland AND the 351 Windsor. They are quite popular in Mustangs and Panteras all over the world. Shelby Enterprises continues one variant even today.

Brickdrifter,
Please be aware that you keep the Pantera driveble into the todays traffic .

Have seen too many classic cars in the past that are not driveble into the todays traffic whit there high BHP engines .

Dank u Simon,
Thank you Boss, now I know what you mean.

My goal is a original looking, improved by modern tech (like Cook's heads and/or new block with oiling issues solved), miles eating street engine.
If I get to 400 bhp with EFI I'm more than happy.

So Boss, I would not like to go to a Clevor, only if it is the last option.

Simon, the Pantera is going to stay a streetcar, there are more than enough race versions. Where are you from in Nederland?

Oh, forget something important...

How can this damage (wrist pin lock failure) be avoided after rebuilding this block or with a new one?

quote:

Originally posted by Bosswrench:
Brick, PM me if you're really serious: there is an aluminum Fontana block now available. This is a robust design from Arias Racing that was bought out by Joe Fontana and his partner (now deceased), which was successfully used in pro-racing in the '80s and early '90s. In race form, 410 c.i Fontana engines supported well over 800 bhp on alcohol at over 9000 rpms, for an entire season before needing a rebuild. They can be built to 460 cubic inches. Joe finally retired and stopped making the blocks, which use selected features of both the 351 Cleveland AND the 351 Windsor. They are quite popular in Mustangs and Panteras all over the world. Shelby Enterprises continues one variant even today.

Jack, I agree with you on the use of the Fontana block! It was the best money that I ever spent on my Pantera through the years. Combined with port injected EFI and aluminum 3VCHI heads and intake manifold it does great on the street and the track. Not to mention saving a bunch of weight over an all cast iron engine.

Simon, the Pantera is going to stay a streetcar, there are more than enough race versions. Where are you from in Nederland?[/QUOTE]

Amsterdam is the city where I came from.
Simon

A safe 450HP is fairly easily achieved with iron closed chamber heads etc., you don't need to spend money on a bunch of trick parts.

If you add up all the costs to upgrade the OEM heads, valves, springs, bronze valve guides, roller rockers and various machining they come out more expensive than modern alloy cylinder heads.
The only advantage of keeping the OEM cylinder heads is to keep the original look and then I like the idea of getting a lot of horses out of an "old" engine with its "old" all-cast iron cylinder heads. That's the reasons I'm going to keep them on my engine.

quote:

Originally posted by LF - TP 2511:

quote:

I was planing on saving for a set of Scott Cook heads

Good luck with that.

I tried to do just that in late 2016. Actually spoke with him for at least 1/2 an hour, confirmed heads and intake were on the shelf and available for shipping. I gave him all my shipping information as requested so he could create an invoice.

And then all communication ended. At least on his part. I sent numerous emails over the course of several weeks telling him I was still awaiting the invoice, that my funds were available, and I wanted to complete the purchase.

Silence. Crickets. Nada. Zip. Nothing.

I eventually purchased a set of CHI heads through Tim Meyers and a Pantera specific blue thunder intake from Hall Pantera.

Larry

Scott Cook lives in the same town where I once lived and I visited him in person at Christmas/New year 2015/2016 and bought one of his flow optomised aluminium double plane intakes from him. I saw all his moulds, heads, castings etc and had a great chat with him. Now I live on the other side of the world and I haven't been in contact with him since. But he certainly does exist and so does his stuff.

I have Scott Cook heads and intake and I am very pleased with their high output, a lot of work went into their design. I like the stock appearance the fact the stock Pantera engine cover fits with a 4" high air filter and carb spacer.
I am suffering from the poor choices and workmanship from my previous engine builder. I have phoned and emailed Scott numerous times, my last email from him was yesterday. He is very busy but the results are worth it.