Taillight Lens Rehabilitation Part I

I decided to rebuild something really cheap and easy to restore or upgrade.  I have euro-style amber lenses for my taillights, brand new, but the housings are used and in need of some care.

Here are the two taillight housings:

Left side, but notice an extra bulb socket in the upper big reflector opening as compared to the right side below.

Right side.

I plan to paint these, but why are there two bulb sockets in the left housing?  The second socket is definitely an addition, given the crimped wires on the back and the recessed socket.

Half Shaft Rebuild, Part II

I have used the press to remove one U-joint so far.  I found that removing the joint involves the following process:

First, position the press using sockets or steel pipes of the right diameter.  You need to push one end down and the yoke end below must be fully supported concentrically around the U-joint cap.  The support is easy with a large socket.  I have started with the splined yoke side first.

Press the joint until one cap is protruding.  Grab the exposed cap in some vise grip pliers, holding the opposite end in a vise.  Rotate the cap until free from the yoke.  If you can't get the other side out, press it out opposite and repeat.

Now, repeat the above process using the axle or transaxle side yoke.  Note that these yokes aren't flat on each side, requiring an angle-cut pipe or some ingenuity so that the pressing is completely straight.  A wobbly part won't press out right and you'll quickly find that out if you try.

You should end up with this:

As a side-note, I found out that I need the end cap I was missing in the last post on half shafts to prevent grease from flying out of the open end.  A 45mm hammer-in cap fits perfect, and I found one at a local machine shop.

Visit to Pantera Performance Center

Several months ago, one of the principals at work asked if I'd like to attend an out-of-state seminar.  I said sure, and noticed that there was one in April in Denver, Colorado.  I jumped at the chance since Dennis Quella's shop is there.  I visited the shop on Thursday evening, just two days ago.  Dennis agreed to stay late to talk to me.

I was like a kid in a candy store.

Sadly, I didn't get much chance to take a ton of pictures and didn't want to upset my host by capturing everything.  Some of the things I liked are the Ron Davis radiator/fan setup, the Pantera with the Coyote engine, and some Fikse wheels.  I also enjoyed talking to Dennis about ZF transaxles and handling gearsets from a transaxle he was rebuilding.

Weatherstripping Kit

I bought a complete weatherstripping kit for the car around Christmas from Scott Bell.  I am thoroughly impressed- it is an exact match for the original stuff.  Time to throw that stuff right out!  Here's the link to the kit, with a list of all that is provided: http://pantera.saccrestorations.net/dpwk0001.html

Scott Bell is a great guy.  I can't speak highly enough about what he's doing.  Yes, he is a little bit on the "dark side" for putting an LS motor in his Pantera and selling the conversion kits.  I like Ford V8's but will not bash the LS- it's a great motor family and a modern testament to the all the good parts of pushrod engines the family keeps alive in so many ways.

Scott's other products can be seen here: http://pantera.saccrestorations.net/index3.html

Half Shaft Rebuild, Part I

I'm working on the half shafts, ready to rebuild them.  I went in with some buddies on a 20-ton shop press and bought some u-joints with grease zerks from a Pantera parts vendor.  I found out later that Steve Wilkinson actually manufactures the joints and the joints are labeled "PPUSA" for Pantera Parts USA, which is his corporation name.

IR EFI using Weber Manifold

After researching Weber carburetors extensively on the internet, talking to people who run them, talking to tuners, etc, I decided to look into IR EFI options with the same Aussiespeed manifold.  I thought for some reason that few made a throttle body for the IDF pattern, but I was wrong.

Weber carburetors are really neat, but independent runner electronic fuel injection allows for similar benefits without some of the drawbacks.  The general drawback to IR EFI is the cost.  However, I am pleased to show a couple options that reduce the cost of such systems.

Throttle Bodies

There are several EFI throttle bodies available for the Weber IDF setup, mainly geared toward the air-cooled VW world.  However, there is no reason why these throttle bodies wouldn't work on the Aussiespeed manifold.  For example, CB Performance has a set of two throttle bodies for $530 that are exact dimensional replacements for Weber IDF carburetors.  The throttle bodies feature integral injector bosses, vacuum/IAC ports, allow for the same linkage, and are machined to accept a throttle position sensor.  I wouldn't recommend their fuel rail as it appears to be too small for a healthy V8, but fuel rail blanks are easy to find and easy to have machined.  The nice thing about using a set of exact matching throttle bodies is that you could run Weber carburetors for a while and then switch to EFI without much work.  Your linkage would be the same, your height would be the same, etc.

Computer

Many of the well-known EFI systems out there will work okay with IR EFI.  TWM even recommended that I look into FAST EZ EFI, claiming that there are a lot of people running this EFI system without issue on IR EFI systems.  The downside to EZ EFI is that it won't control spark timing. The next generation, EZ EFI 2.0 reportedly will control spark timing.

Kelly Coffield likes the Electromotive offerings, stating that there is a speed density/alpha N blend feature that makes tuning finicky IR systems much easier.  Also, he likes to stay with systems that allow full sequential injector firing over bank fire systems.