This page for reference of other Pantera owners:    

      Update January 07 :     The car has been undergoing some extensive modifications and complete engine rebuild from the block up.  When done it will sport about 550 hp with an extra 150-200 hp through an on-demand dual nitrous system. Mods include 180 degree exhaust w/ polished stainless PIM Power Pack mufflers, Barry Grant 825 CFM carb with Holley Racing pump, TRW pistons with H-beam rods, all new Crane roller cam and valve train, heads milled and magnafluxed, McLeod Hi-performance clutch, modified cooling system, brushed aluminum firewall and fuel tank wall, and lots of performance goodies.  Jet Hot silver ceramic coating will be abundant.  Simply put, this is going to be a machine with massive power.  

   A very brief history of Alejandro DeTomaso and his machines can be reviewed at www.panteraclub.com/alejandr.htm .  One of the best websites available for information on the Pantera is www.panteraplace.com .

   The mid-engined DeTomaso Pantera was manufactured in Italy between 1971-74 by DeTomaso Automobili.  Designed by Tom Tjaarda who worked for Ferrari, it was imported by Ford with their 351 cubic inch "Cleveland" engine installed and sold through select Lincoln-Mercury dealers until that business arrangement ended.  An extremely few cars were again manufactured in 1980, 1985, etc., and some found there way into the U.S. "gray market" through Amerisport, Inc. which had to modify them to meet DOT and emissions standards.  Alejandro DeTomaso eventually bought the Maserati Company; the Pantera has many parts that are also on Masereratis like the Miura model.

     There is a phrase used amongst Pantera owners to describe their car: "It only has two seats and I sit in the left one".  It can merge onto a highway in 3rd gear at 108 mph and still has two more gears.  The sound and rumble of the engine one foot behind you is awesome when coupled with an exhaust system that is about 4' long.  The car is so low that your view of other vehicles is their door handles.

    In 2001, # 3641 which just underwent a ground-up restoration  was on consignment at PI Motorsports in Orange, CA.  This Pantera has been completely reengineered with modern equipment and parts, and a custom built engine with less than 3000 miles on it.

     Since receiving #3641 I have upgraded the cooling system to race standards, replaced every bushing and bearing in the suspension, new stainless wheelhouse arches,  modified the exhaust,  added a front air dam, rear spoiler with 3rd brake light, and a "sugar scoop" spoiler to the upper engine lid, vents to the trunk lid,  replaced the rear a/c screen with a louvred grille, installed Simpson 4-point racing harnesses, new digital relays, modified the fuel cell for future EFI, had the engine dyno-tuned at a professional speed shop, reconfigured parts of the electrical system, installed a Pioneer stereo with remote 12 disc CD changer, power antenna, completely rebuilt brake system including vacuum booster, Silverstar headlamps with digital relays, dyno tested and tuned at Chuck's Speed Shop in Phoenix and other odds and ends.  The 351 Cleveland is capable of producing upwards of 750 hp and some of the factory race cars were in the 850-900 hp range.

Left:  Pantera #3641 was built in Modena, Italy in June 1972 and is  the epitome of American horsepower and Italian styling. Painted Ferrari red and sporting 17" wheels it has a top speed of 200 mph. It is powered by a highly modified Ford 351 Cleveland engine producing close to 450 hp and over 400 ft lbs of torque dyno tested.  Rear wheel hp is 335 with enormous midrange torque.  The car weighs approx 3000 lbs which gives it an incredible power-to-weight ratio.  There are no cupholders or power steering in this machine; it is pure power and performance.  The drive train is a German ZF 5-speed full synchro close ratio transaxle as used in the GT-40. Power to the wheels is via the two half-shafts mounted directly to the sides of the transaxle. Cooling is via an aluminum Fluidyne racing radiator, FlowKooler pump, and PermaKool fans.   The engine uses Royal Purple 20w-50 synthetic oil.  Simpson 4-point harnesses hold me in the Schiel Racing Seats.

Right:  Engine is a balanced and blueprinted Ford 351 Cleveland Boss Block, 4-bolt main, TRW forged domed pistons and rods, Crane cam, Crane roller rockers and valves,  Holley 750 double pumper on an Edelbrock Torker manifold and air is kept clean through a Holley Hi-Tek Air Cleaner mounted on a 4" polished billet aluminum spacer.  Compression is 10:5:1.  Custom DeTomaso aluminum valve covers.  All fuel lines are hard-plumbed.  Air and coolant lines are either steel-braided hose with Gates Green Stripe hose or polished stainless steel.  The pressure and overflow tanks are polished Hall Pantera stainless steel. MSD ignition with 8.5 mm plug wires.  Due to engine modifications, a 10-quart oil pan keeps oil pressure at a steady 80 psi.

Left: The Pantera stands just 41 1/2" tall at the roofline. Road clearance is about 4". The fully independent suspension is complimented by front and rear swaybars, and coil over polished aluminum PIM shocks which are fully adjustable.  A GT style front air dam keeps the nose to the road at speed. The addition of vents to the front trunk aids in air flow through the Fluidyne radiator.  The headlamps are Silverstars controlled by digital relays.  Programmable digital relays have also been installed for the fans and these are set to engage the first fan  at 176 degrees, while the second fan starts at 186 degrees.  A 180 degree thermostat keeps the cooling system in perfect harmony.

    The braking system is power assisted Girling disc brakes and rotors with Porterfield pads controlled by a GM double resovoir attached via adapter to the vacuum booster.  A Wilwood adjustable proportioning valve permits adjusting front and rear brake pressure.  Brake lines are flexible stainless.

     The engine is separated from the interior by a firewall which I have triple insulated with Space Age Insulation. The interior firewall is also covered by an upholstered fiberglass shell which is held in place by fasteners and the seatbelt mounts.  It is also insulated on the engine side.  Above the firewall is the rear window.  Access to the front of the engine is through the firewall which has an engine cover.  One or both seats need to be removed.

Left:  The 17" rims are custom aluminun alloy by Centerline made exclusively for PI Motorsports and known as the Millenium 5-point Star Rim. These are no longer available.  Rear tires are Dunlop Sport 8000 335/35ZR-17 and the fronts are Dunlop Sport 8000 215/45ZR-17 with a service rating of "W", or capable of sustained speeds up to 168 mph.  In 1972 Panteras came with 15" magnesium rims by Campagnolo with several design variations.  Going to larger rims and wider tires required modifications to the suspension to account for the more outward distribution of weight  caused by the increased offset of the rim. Hence the need for beefier coil-over shocks.

     The stock exhaust has been replaced with the twin Hall Pantera Big Bores.  These are specially manufactured exhaust headers and mufflers with minimal restriction or backpressure.  I have further modified them by inverting the mufflers and rewelding them to the tailpipe, then angle cutting the tips for a European style look.  In Nov 2005, fabrication has begun on 180 degree headers.  After double Jet Hot coating interior and exterior tailpipe tubing will be custom fabbed to exit out  from the interior just below the rear tail lamp where it will connect to polished stainless PI Power Pack Mufflers.  Estimated completion Jan 2006.

     The Amerisport low-profile spoiler provides a functional 3rd LED brake light which blends in perfectly; it is located just above the engine lid lock  on the trailer edge of the spoiler and is about 36" long  The upper spoiler just aft of the roof is a "sugar scoop" and is mostly cosmetic but will divert some minimal air downward into the engine bay.  Mirrors are by Vitaloni, same as installed on the Pantera GT5 Model.  Weight is distributed 60% rear, 40% front with an exceptionally low center of gravity making for substantial throttle in all cornering without any loss of traction.  Steering is manual rack and pinion. 

     The radiator which is mounted in the front is lower than the engine so there is no radiator cap, only an upper and lower petcocks, and the inlet/outlets.  Coolant is filled through a pressure tank mounted in the engine bay, an overflow tank is connected to this tank. These tanks polished stainless steel.  Polished stainless steel tubes running under the car, and between the water pump and the tanks circulate the coolant.   The pressure tank sports a "radiator" cap of 22 psi.  The overflow is not pressurized.  This car is also fitted with individual heater ball shut-off valves located in the engine bay.  Since the heater is rarely used, coolant is prevented from circulating through the heater core located under the dash and this assists in keeping cockpit temperatures lower.  Opening the valves occasionally allows coolant to get refreshed.

     This car has been in several car shows including Midnight At the Oasis in Yuma, Sandersen All-Ford Car show in Glendale, many local shows, and the November 2005 Goodguys Car Show at Westworld in Scottsdale.  It is extremely reliable and meticuously maintained.