DeTomaso Mailing List: April 98, Message #316

All,

	SDP held an informal tech session last Saturday.  The topic
was replacing the rear-wheel bearings, the subject was my car,
and the location was David Brigg's hanger at Ramona airport.  Considering
we decided to run this session at the last moment, we had 10
members roll up.  In attendance were David and Eric Briggs, Bill 
Hohnhorst, Kevin Jones, Dan Miller, Jim Rethwish, Tim Tullio, Bob 
Whaley, Lee Youngflesh and yours truly.  Bob had already removed 
the uprights from his car and just need to borrow the Club tool for 
removing the nut which is torqued to 300ft-lb.

	We started an 9am, first to jack up the car and unbolt the 
half-shaft from the stub axle.  We decided to undo the BIG nut with
the car and tyres on the ground so that the whole car would provide
a stable base against which to loosen the nut.  As it turns out, the nuts
were torqued to probably 50ft-lbs, so I've been one lucky guy!.  After
that, the brake caliper came off, we removed the rotor and axle and discovered
the source of the "clunk" that I have previously described to the list;
the right-hand axle we badly scored with some several nasty lips.  This axle
was no more!  Fortunately, Lee has thought that this was the reason,
and brought with him a spare passenger-side axle!  When we removed the 
bearings, we also noted that one of the bearings was very rough.  This could
not be detected by rocking the rear wheel which proves that this is not
a 100% accurate diagnosis for a shot rear-end.

	While some of the guys were R&R'ing the rotors and axles, others
then removed the upright and upper-a-arm in one piece, so we did not have to 
remove the ball-joint.  The bearings were pressed out, and the upright R&R'ed.
The lower A-arms were easily removed.

	We burned out the old rubber bushings as discussed on this list,
but discovered that there was a metal outer sleeve around the bushing that 
had been pressed into the A-arm.  We had no alternative but to use a hacksaw
to carefully cut them out.  This task took the longest and accounted for most
of the day.  Lee then drilled and tapped holes in the A-arms for zerk
fittings so that the bushings could be lubed externally.  The lower a-arm 
shaft was also fitted with a zerk.  Once this was done,  all components were 
given a final wash, and then painted.

	Reassembly was quite rapid; new bearings were pressed in, axle 
and rotor mounted to the upright, new bushings installed, and then the 
lower a-arms fitted to the car.  The the upright and upper-a-arm was installed
as one piece.  Half-shafts were reconnected, brake caliper mounted
and a double-check of all nuts and bolts was made.  This test-pilot wanted
to make sure everything was correct!

	Wheels were bolted on, tools cleared away and the car lowered
off the jackstands for its first drive.  Lo and behold, no "clunking"!

	By the time we said our goodbyes, it was 6pm.  We had completely
renovated the rear suspension of a Pantera in one day.  I  must admit
that we were not very organized about it; the only folk who had any
experience with this was David and Lee; the rest of us were neophytes
asking dumb questions!

	There was perhaps, one additional distraction.  Dave's hanger is
almost on the runway, at the engine-run-up point.  During the day, we
were thrilled to have 2 P-51 Mustangs coordinate many side-by-side
take-offs and low-level flybys.  I've been to many airshows
which feature warbirds, but the noise from other aircraft, loud-speakers
and such really prevents one from listing to these grand old engines.
Amid the peaceful setting of rural Ramona, and standing 100ft
from 2 Mustangs running up for take-off is a sound the sent shivers
through us all.  We were wide-eyed kids staring slack-jawed at the
Merlins propelling these wonderful aircraft into the air.  Now I know what
what a Twin-Mustang sounds like!  Tools would be downed and we all
would scramble outside when we heard the banshee-wail of the two planes,
wingman separated by mere feet from the other aircraft as they would
run the entire length of the airfield at 100ft with gear up.
And to hear them when they landed in front of us, a little backfire
to charge us with more energy, we would return to working on the
Pantera with misty eyes, knowing that our efforts to preserve our
old cars will also bring such elation to future sanitized generations.

	Whatta day!  My many thanks to all those who helped, but especially
to David for letting us use his hanger, and also to Bob and Lee who spent
the entire day working on my car.

	And that, my friends, is why we drive these cars.

	Shane Ingate in San Diego