Shortly after I bought it in Spring '97

The Pantera is somewhat unique in that it is an italian exotic powered by an american V8 engine (Ford's 351 Cleveland) mounted amidships (driving a german ZF transaxle). This allowed DeTomaso to produce an exotic that could be sold by Lincoln Mercury for about $10,000. It also means that there are few exotics with the wonderful torque of the Pantera...

(for a more thorough treatise on the Pantera and DeTomaso, check out Shane Ingate's web site)

The picture above is my '72 pre-L Pantera as it appeared when it arrived from San Diego (after 25 years, alot of the Panteras on the east coast are rustbuckets... or overpriced because they're not). As my work progresses, I'll try to document it with pictures - but I warn you: I'm better with a steering wheel than a camera. I also have more pictures showing the engine compartment, interior and the exterior from various angles - I'll try to get them scanned in and add them to this page.

What I've done so far is mostly to replace 25 year old parts that have aged or have worn so that they need replacement. These are mostly safety-related updates:

• added a 90 degree bend fuel filler because modern gas nozzles cannot get to the Pre-L fuel filler due to all of the emissions hardware on the nozzles (from Halls)
• checked the monocoque frame and gas tank for rust (none!).
• replaced all cooling hoses with modern hosery (real word?), and re-connected the interior heater hoses (with cutouts for the track) (hose kit from Halls)
• replaced all fuel line hoses with modern hoses - the original fuel line material cannot withstand some modern fuel formulations.
• replaced one of the four universal joints on the half-shafts - they're big (truck-sized, in fact), but they also have to transmit the monstrous torque of the Cleveland through the huge rear tires. (replacement U-joint from Halls)
• replaced some inoperative electrical switches. (used Bosch replacements)
• pulled the heads, replaced two of the exhaust valves (which were the wrong size), replaced the valve guides and installed hardened valve seats (to deal with unleaded fuel).
• replaced the timing chain (worn out and stretched). Also replaced various seals and gaskets in the area at the same time.
• (5/97) replacing the cooling pipes/tubes used to get coolant between the radiator in the front grill and the engine; the originals were still intact, but only just... (pipe kit from Pantera Performance Center)
• (5/97) replacing part of the shifter linkage because it's worn and introducing play and vagueness in the shifter. (replacement linkage from Pantera Performance Center)
• (7/97) steering rack failed in an unusual fashion: the right-side pushrod failed and snapped (on the road - wheee!). Got a replacement tout-suite (supposed to leave for Pocono tomorrow) and bolted it in. Made it to Pocono at 11pm, but front toe was simple eye-balled and not quite right, as I discovered at the track when the car wanted to climb the banking.
• (7/97) extending coolant overflow to the rear because the stock location can put the overflowing fluid under the rear tire.
• (11/97) the steering rack is bent (it may have been bent when I got it since it came from a boneyard) so the search for power steering officially begins...
• (6/98) pre-Pocono inspection trip yielded a failing clutch master cylinder (replaced), another failing universal joint (replaced), finally broke down and replaced the steering rack (again) with one with the brass bushing on the right side, and new front and rear wheel bearings (one front was worn - replaced the rest as insurance). Like Pocono '97, I arrived very late after this last minute work (12:30am this time).
• (7/98) didn't properly re-torque the exhaust headers after installation, so one loosened slightly, and burned a hole in the exhaust manifold gasket on the track at Pocono '98. Got a replacement gasket at a local generic auto parts store (try *that* with a Ferrari or Lamborghini!) and installed it in the paddock at Pocono.
• (7/98) on the way back from the track to the resort, something broke. The knocking noises cannot be easily located, so we limp home. For all the gory details, see my note to the DeTomaso mailing list. My intention is to pull the ZF and determine whether the problem is there, in the bellhousing, or in the engine. Intentions are one thing... action quite another.
• (12/98) I finally admit to myself that I'm never going to find the time to diagnose and fix it myself and put it in a local shop (Automotion, in Rockville MD) that specializes in Panteras (among other things). I await their diagnosis wtih crossed fingers, for luck...
• (1/99) The diagnosis is in - the #8 main bearing failed, and eventually took a number of others with it when I insisted on trying to limp hundreds of miles home. This is my cue to build the engine I really want - a 377 stroker with a hot cam, fuel injection, and crank-fired ignition!
• (7/99) Bummer... the shop took my comment that I was "in no hurry" too seriously, and didn't get the engine built in time to take it to Pocono. I'm temporarily distracted by the Miata and Solo II, so it sits.

I've also started making some performance-oriented changes. Two things are certain: I can always use more power and I can always use better handling. Things done so far:

• replaced the original Campagnolo cast magnesium wheels with larger (8x16" and 11x17") aluminum reproductions of the "Campys". (replacements custom made by Wilkinson)
• mounted modern sticky tires (BFG R1's) on the new wheels - sizes are 245/45R16 and 335/35R17
• (5/97) installing adjustable swaybars at both ends. These will help me balance the car to take best advantage of the wheels and tires above. (Woodhouse & Gehling design, purchased from Collectors Choice)
• (5/97) installing an upgraded brake system because the stock brake system isn't sufficient for extended time on the track. I'm installing a new master cylinder, braided hoses, 4-piston Wilwood calipers all around, and larger diameter rotors in the front. I didn't upgrade the rear rotors because I didn't want to lose the use of the original parking brake, and the new brake bias puts a greater load on the front rotors (Pantera Performance Center intermediate brake kit)
• (6/97) replaced the 600 cfm Holley carb (which a previous owner installed) with a 780 cfm Holley (we want it to *breath*); kept the aluminum Edelbrock Performer intake manifold (also installed by a previous owner)
• (6/97) wrapped the stock headers to cut down on engine compartment heat
• (6/97) replacing the stock rear wheel house brace with an upgraded adjustable steel (not billet aluminum) unit (from Halls)
• (6/97) found a good deal on a set of second-hand ceramic-coated tubular almost equal-length headers, so the stock headers come off and the tubulars go on
• (11/97) the headers didn't fit (evidently for a taller block or heads?) but I got a good deal on Hedmann headers that fit quite nicely, so they're in there now.
• (11/97) all rubber suspension bushings replaced. Ride quality improved afterward.
• (11/97) one of the output shaft seals on the ZF started weeping, so we re-sealed the transmission. While it was out, we also put in a lightweight aluminum flywheel and heavy-duty clutch.

• replace the dual-points distributor ignition system with a crank-fired solid-state distributorless system (Electromotive)
• replace the factory springs with stiffer springs (same height though)
• replace the factory shocks with racing shocks

the Wilkinson replica wheels

the Woodhouse/Gehling Adjustable Swaybars

the Stock Headers, with Wrapping

the Wheelhouse Brace

(Note how it wedges up against the pocket - this is good)