This page is dedicated to the Pantera marque and my
particular example of a truly exotic performance machine.
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Designed in 1969, the Pantera combines captivating Italian coachwork, a mid-engine race car
chassis and a high performance Ford V-8 engine.
The Pantera was designed for the Ford Motor Company at the request of Lee
Iaccoca and assembled by Detomaso Automobili in Modena, Italy.
They were sold
in the US through select
Lincoln/Mercury dealerships.
The Pantera's chassis was designed by Gian Paolo Dallara who had resigned his position at
Lamborghini to design race car chassis for Detomaso.
The Pantera's engine was Ford's 351C 4V V8.
Finishing the
drivetrain was a German manufactured ZF model 5DS25 five speed manual transaxle
with a limited slip differential, the same transaxle that had been installed in
Ford's
Le Mans winning GT40 race cars.
For a complete history of the Pantera, visit www.panteracars.com.
Pantera number THPNML04372 was born in September 1972. Technically it is a 1973
model but is a hybrid '72-'73 car. It was assembled with the early two pod dash
and 1973 trim. It was originally titled as a 1972 model and as they say...
"when the myth is more believable than the truth, you go with the
myth
This car was originally sold in NY state for the
sticker price of $11,145.00. The first owner logged some 19,000 miles before
the car was purchased by a friend of mine in South Carolina.
After many years in storage and the usual degradation
of seals and other components, the engine needed rebuilding.
My friend is not one to accept less than perfection when it
comes to performance. He stripped out all of the running gear and began to
rebuild.
The engine bay was completely stripped and refinished.
The fuel tank was also removed, stripped and repainted.
Polished stainless firewall panels were installed and the ignition system upgraded.
The engine is a 5.8 litre Ford Racing crate engine with roller rockers and competition
cam.
Carburetion is a Holley 750 DP. Custom headers and GTS style mufflers provide
excellent breathing. The MSD ignition is chip limited to 7200 rpm.
A Centerforce clutch hooks up the ZF five speed which has been safety wired.
The suspension was also completely rebuilt,
powder coated and urethane bushings added.
I purchased #4372 in April 2003, becoming the third registered owner. It came
complete with the original window sticker, warranty card, a ton of original
equipment spares and receipts for every item purchased to redo the car.
The first order of business was to install a clutch
actuator and computer controller in order to drive the car. This was possible with the auto-clutch which is described later.
The car was originally white but I wanted a red
Pantera.
Aircraft stripper was used to get to bare metal and surprise, surprise there
was no body damage and, most importantly, no rust except for some minor surface
rust under the windshield rubber.
The car was flawlessly prepped for the color coats.
The paint is Viper red and turned out really well. Small front bumpers are from Amerisport, the rear bumper was removed and the holes welded up. A GTS style chin spoiler was added.
The mirrors are a mid 80's GM design and modified to fit the front quarter glass.
All new weatherstripping was installed as was the windshield gasket.
Wheels are Kodiak Racing 17"X8" front and 17"X11" on the rear. Rubber is Goodyear F-1 VR measuring 245X40 in front and 315X35 rear.
Power steering was added to make turning more manageable when in slow tight spots.
A few random shots of my little red car.
Seats are by Gary Herrig and the door panels by a local hot rod shop. The engine cover was modified to allow access without removing the bulkhead upholstery thanks to Jack DeRyk's instructions.
The Momo steering wheel is equipped with a quick release hub. Great theft deterrent.
Mirrors are an older GM unit modified to fit.
My first car show resulted in a "Best of Show" and have a few "first Places" as well. Makes me right proud of my little red car.
The NASCAR Technical Institute asked me to display the car at their open house.
Old and young alike surrounded the car.
The car has been featured twice in the Pantera International magazine.
The Automatic Clutch
Being disabled presented an interesting dilemma. Without the use of my left foot, how do I operate the clutch?
This was resolved by adding a parallel master cylinder and electronic actuator.
My modification are all about the clutch function. It was essential that normal clutch operation remain intact. That way any able bodied person could simply use the clutch pedal and drive the car normally.
The system in my car utilizes a servo assisted parallel master cylinder actuated by a push button on the gear shift knob. A computer controller allows the clutch action to be regulated and adjusted from the drivers seat.
To say the Pantera is not a typical vehicle for this system is an understatement. There is limited room for extra components, limited working space, electrical diagrams which are theoretical representations at best and hydraulic connections which must be matched.
None of these are real problems, they just require time to resolve.
The installation itself is really quite simple. The master cylinder and actuator go up front near the existing master cylinder to minimize plumbing.
The output of the original master feeds the parallel master which in turn supplies the slave. The parallel master is actuated by a 12 volt gearmotor which operates a cam to move the piston in the cylinder. A special "pass through" master is used. The new master allows fluid to pass straight through it unless it is actuated by the controller which shuts off the original master cylinder input.
Cycle time is about 0.3 of a second and has proven adequate for all but the most robust shifting.
Simply touching the clutch pedal will disarm the automatic system. If the system should ever fail and block the normal pass through feature, a bypass valve can be opened to allow fluid from the original master to flow directly to the slave cylinder.
The controller functions by sensing such things as engine RPM, reverse gear selection, brake pedal, clutch pedal and gear shift push button.
These signals are used to determine how the clutch operates and how aggressively the clutch engages. The push button effectively replaces your left foot.
When in traffic, or at stopped situations, the system operates like an automatic transmission. If engine speed is below a preset level and the brake is applied, the clutch will disengage. Releasing the brake pedal partially engages the clutch to allow creeping forward. As engine speed increases the clutch fully engages through about 2000 rpm. Aggressiveness of this action is adjustable by a knob at the driver's knee.
Additional parameters are set for first to second, second to third, third to fourth and fifth gears. Shifting into reverse reduces aggressiness by 30 percent.
One concern I had was knowing if the clutch was actually disengaged. With no feedback through my foot, I didn't want to put the ZF in gear if the clutch was engaged. A simple microswitch on the slave arm provides an LED on the dash to show when the slave is at full travel.
I've used this system for over three years without a flaw. It makes passengers wonder how I can drive a five speed without using the clutch pedal. Not bad for a thirty-five year old car with a touch of new technology.
Power steering
Operating a Pantera in parking lots or slow, tight turns using one good arm was difficult. Fortunately Steve Wilkinson of Panteras by Wilkinson has developed a power steering conversion for the Pantera.
The system came complete with rack, hard lines, engine driven pump, reservoir and new tie rod ends. You only add fluid. Installation is straight forward and all lines are well marked for hookup.
Steering effort is comparable to my daily driver, light enough for parking lots but not too sensitive at speed.
The following links are highly recommended for any Pantera enthusiast.
Final comment
My Pantera represents the fulfillment of a long held fondness for this marque.
There is no way I could have this car, as it is, without the countless hours of blood and sweat so freely given by my friends who worked to make it possible.
All the labor to strip and re-assemble the car, installing the clutch system and power steering was done by my friends.
These are people who can never be thanked enough.
I also thank the members of Pantera International and the Pantera Owners Club for the invaluable advice I've received along the way.
A greater group of people simply do not exist.
your comments and questions are welcome. Please email to:edmguru@roadrunner.com
Click Here
Designed in 1969, the Pantera combines captivating Italian coachwork, a mid-engine race car
chassis and a high performance Ford V-8 engine.
The Pantera was designed for the Ford Motor Company at the request of Lee
Iaccoca and assembled by Detomaso Automobili in Modena, Italy.
They were sold
in the US through selectLincoln/Mercury dealerships.
The Pantera's chassis was designed by Gian Paolo Dallara who had resigned his position at Lamborghini to design race car chassis for Detomaso.
The Pantera's engine was Ford's 351C 4V V8.
Finishing the drivetrain was a German manufactured ZF model 5DS25 five speed manual transaxle with a limited slip differential, the same transaxle that had been installed in Ford's
Le Mans winning GT40 race cars.
For a complete history of the Pantera, visit www.panteracars.com.
Pantera number THPNML04372 was born in September 1972. Technically it is a 1973 model but is a hybrid '72-'73 car. It was assembled with the early two pod dash and 1973 trim. It was originally titled as a 1972 model and as they say... "when the myth is more believable than the truth, you go with the myth
This car was originally sold in NY state for the sticker price of $11,145.00. The first owner logged some 19,000 miles before the car was purchased by a friend of mine in South Carolina. After many years in storage and the usual degradation of seals and other components, the engine needed rebuilding.My friend is not one to accept less than perfection when it
comes to performance. He stripped out all of the running gear and began to
rebuild.
The engine bay was completely stripped and refinished.
The fuel tank was also removed, stripped and repainted.
Polished stainless firewall panels were installed and the ignition system upgraded.
The engine is a 5.8 litre Ford Racing crate engine with roller rockers and competition
cam.
Carburetion is a Holley 750 DP. Custom headers and GTS style mufflers provide
excellent breathing. The MSD ignition is chip limited to 7200 rpm.
A Centerforce clutch hooks up the ZF five speed which has been safety wired.
The suspension was also completely rebuilt,
powder coated and urethane bushings added.
I purchased #4372 in April 2003, becoming the third registered owner. It came
complete with the original window sticker, warranty card, a ton of original
equipment spares and receipts for every item purchased to redo the car.
The first order of business was to install a clutch
actuator and computer controller in order to drive the car. This was possible with the auto-clutch which is described later.
The car was originally white but I wanted a red
Pantera.
Aircraft stripper was used to get to bare metal and surprise, surprise there
was no body damage and, most importantly, no rust except for some minor surface
rust under the windshield rubber.
The car was flawlessly prepped for the color coats.
The paint is Viper red and turned out really well. Small front bumpers are from Amerisport, the rear bumper was removed and the holes welded up. A GTS style chin spoiler was added.
The mirrors are a mid 80's GM design and modified to fit the front quarter glass.
All new weatherstripping was installed as was the windshield gasket.
Wheels are Kodiak Racing 17"X8" front and 17"X11" on the rear. Rubber is Goodyear F-1 VR measuring 245X40 in front and 315X35 rear.
Power steering was added to make turning more manageable when in slow tight spots.
Seats are by Gary Herrig and the door panels by a local hot rod shop. The engine cover was modified to allow access without removing the bulkhead upholstery thanks to Jack DeRyk's instructions.
The Momo steering wheel is equipped with a quick release hub. Great theft deterrent.
Mirrors are an older GM unit modified to fit.
The NASCAR Technical Institute asked me to display the car at their open house.
Old and young alike surrounded the car.
The car has been featured twice in the Pantera International magazine.
The Automatic Clutch
Being disabled presented an interesting dilemma. Without the use of my left foot, how do I operate the clutch?
This was resolved by adding a parallel master cylinder and electronic actuator.
My modification are all about the clutch function. It was essential that normal clutch operation remain intact. That way any able bodied person could simply use the clutch pedal and drive the car normally.
The system in my car utilizes a servo assisted parallel master cylinder actuated by a push button on the gear shift knob. A computer controller allows the clutch action to be regulated and adjusted from the drivers seat.
To say the Pantera is not a typical vehicle for this system is an understatement. There is limited room for extra components, limited working space, electrical diagrams which are theoretical representations at best and hydraulic connections which must be matched.
None of these are real problems, they just require time to resolve.
The installation itself is really quite simple. The master cylinder and actuator go up front near the existing master cylinder to minimize plumbing.
The output of the original master feeds the parallel master which in turn supplies the slave. The parallel master is actuated by a 12 volt gearmotor which operates a cam to move the piston in the cylinder. A special "pass through" master is used. The new master allows fluid to pass straight through it unless it is actuated by the controller which shuts off the original master cylinder input.
Cycle time is about 0.3 of a second and has proven adequate for all but the most robust shifting.
Simply touching the clutch pedal will disarm the automatic system. If the system should ever fail and block the normal pass through feature, a bypass valve can be opened to allow fluid from the original master to flow directly to the slave cylinder.
The controller functions by sensing such things as engine RPM, reverse gear selection, brake pedal, clutch pedal and gear shift push button.
These signals are used to determine how the clutch operates and how aggressively the clutch engages. The push button effectively replaces your left foot.
When in traffic, or at stopped situations, the system operates like an automatic transmission. If engine speed is below a preset level and the brake is applied, the clutch will disengage. Releasing the brake pedal partially engages the clutch to allow creeping forward. As engine speed increases the clutch fully engages through about 2000 rpm. Aggressiveness of this action is adjustable by a knob at the driver's knee.
Additional parameters are set for first to second, second to third, third to fourth and fifth gears. Shifting into reverse reduces aggressiness by 30 percent.
One concern I had was knowing if the clutch was actually disengaged. With no feedback through my foot, I didn't want to put the ZF in gear if the clutch was engaged. A simple microswitch on the slave arm provides an LED on the dash to show when the slave is at full travel.
I've used this system for over three years without a flaw. It makes passengers wonder how I can drive a five speed without using the clutch pedal. Not bad for a thirty-five year old car with a touch of new technology.
Operating a Pantera in parking lots or slow, tight turns using one good arm was difficult. Fortunately Steve Wilkinson of Panteras by Wilkinson has developed a power steering conversion for the Pantera.
The system came complete with rack, hard lines, engine driven pump, reservoir and new tie rod ends. You only add fluid. Installation is straight forward and all lines are well marked for hookup.
Steering effort is comparable to my daily driver, light enough for parking lots but not too sensitive at speed.
The following links are highly recommended for any Pantera enthusiast.
Final comment
My Pantera represents the fulfillment of a long held fondness for this marque.
There is no way I could have this car, as it is, without the countless hours of blood and sweat so freely given by my friends who worked to make it possible.
All the labor to strip and re-assemble the car, installing the clutch system and power steering was done by my friends.
These are people who can never be thanked enough.
I also thank the members of Pantera International and the Pantera Owners Club for the invaluable advice I've received along the way.
A greater group of people simply do not exist.
your comments and questions are welcome. Please email to:edmguru@roadrunner.com