Pantera Capital

Sellers, this is the best time in years to sell your Pantera. It has finally become a pantera Capital’s market.

Top prices paid and least amount of drama. From show cars to project cars, we have buyers. Please check with us for your needs. Put our experience to work in finding you a qualified buyer at a market-correct price. Project – One of a kind! One of only two in the U.

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Buy AS IS or we will restore it for you. One-off, no expense spared Pantera convertible. Thought to be the only one in existence. Please click here for more information. Sold in less than one week!

Sold in less than one month. Let us help sell your car! Full Tom Tjaarda designed body kit. A rare opportunity to own a movie car in amazing conditon.

Complete Shelby C8  conversion with rare composite hood. Please review our disclaimer and purchasing information prior to making any offers. We invite buyers to have any car in our inventory inspected by an expert of your choice. If we don’t have it, let us find it for you.

We are just minutes away from Disneyland in Anaheim, California. Fly in to John Wayne Airport and drive or ship your dream car home. Not all states permit advertising over the internet such as is presented by our firm. Therefore, the content provided is only applicable to sales to California residents. Please check the laws of your state to determine whether your advertising regulations permit our advertisements. 1974 and older Panteras are exempt from California emissions requirements. Please verify the requirements for emissions in your own state to make certain that a Pantera will be smog legal.

Comment on asking prices: Prices shown on the cars presented on this website are set by the owners. Most cars sell for less than their asking prices. Therefore, carefully evaluate and compare each Pantera prior to making your offer and who knows, maybe you will be driving home in your own Pantera in no time at all. Please note that the prices stated below do not include DMV fees, document fees, sales tax or other charges. Such fees will be added to the sales price. These fees may NOT be applicable to out of state buyers who do not accept delivery in California and use transport.

carole November 12, 2015 (3:42 pm)

Please ask us for more information. If you are looking for financing for your Pantera or any car, motorcycle or lease buy-out, we recommend Capital One. Our showroom is a Pantera theme park! Welcome to the meeting place of the internet’s oldest, largest and most active community of owners and enthusiasts of classic De Tomaso automobiles. If you are an owner or an enthusiast of any classic De Tomaso automobile this collection of forums was created for YOU. The more people participate, the greater these forums serve as a resource for everyone. Membership in this community is FREE.

Ownership of a De Tomaso automobile is not required. The Pantera is an Italian sports car designed in 1969 at the request of Lee Iacocca on behalf of US Ford. It was designed for the North American automobile market to replace the Shelby Cobra as US Ford’s sports car. Like the Cobra, the Pantera was powered by a high performance Ford V8 motor. Panteras were manufactured in Modena, Italy by De Tomaso Modena S.

Pantera Capital

They officially went on sale in North America and Europe in the spring of 1971. The agreement between Ford and De Tomaso gave Ford exclusive sale rights in North America, but De Tomaso was free to sell the Pantera elsewhere around the world, and so they did. The Pantera was refined beyond Ford’s specification for sale in Europe, resulting in the November 1971 introduction of the Pantera GTS model. From the GTS sprang two racing models and a succession of four wide body models. Ford terminated its Pantera sales program in August 1974. Altogether, 5262 Panteras had been imported to the US by Ford between May 1971 and August 1974.

Pantera Capital

Storm Play

De Tomaso continued selling their iconic sports car in Europe and other international markets for another two decades. 1959 was the year Jack Brabham won the prestigious Formula One series championship driving a mid-engine Cooper T-51 race car. This is the first auto racing championship won by the driver of a mid-engine race car. Brabham’s series victory marked the beginning of the domination of mid-engine race cars on the world’s racing circuits. By 1961 all the regular competitors in Formula One were driving mid-engine race cars. In 1959 mid-engine race cars were constructed by innovative British companies like Lola, Lotus and Cooper. The established Italian race car constructors like Ferrari, Maserati and OSCA were conservative and reluctant at first to experiment with mid-engine race cars.

Ceballos family, one of Argentina’s oldest and wealthiest families, with vast land holdings originally granted to the family by the King of Spain. With the superiority of mid-engine chassis architecture established in auto racing it was not long before innovative companies and those seeking the highest level of performance would apply the same chassis architecture to sports cars. Ford had relied upon the Shelby Cobra as its entry in the North American sports car market since 1962, but Shelby ceased manufacturing Cobras in 1967. Ford needed a new sports car to replace the Shelby Cobra.

Lee Iacocca was president of the Ford Division of the Ford Motor Company at that time. Iacocca was the driving force behind Ford’s “Total Performance” program and one of the American auto executives responsible for the American “muscle car era” of the 1960s. Feeling the heat from his American competitors, Mr. The name “Pantera” is the Italian word for Panther. Other coach designs credited to Mr.

Tjaarda in that period include the Ferrari 365 GT California Spyder, the Mercedes 230 SL Coupe and the Fiat 124 Spyder. The Pantera required a high performance motor to compliment its exotic coachwork and the extraordinary capabilities of its chassis. Power ratings ranged from 266 net horsepower to 350 gross horsepower. It accelerated to 60 mph in 5. 4 mile in 13 seconds flat and had a top speed of 150 mph at red-line with the standard 4. The Pantera was initially designed to “Ford specification” for the average American driver and to a price point and level of trim that made it competitive in the American sports car market where the primary competition was the Corvette, Jaguar and Porsche. Although other Pantera models quickly developed for the international market , the Ford spec Pantera was the only Pantera imported to North America by Ford.

Ghia was known for its design prowess, Vignale for its modern manufacturing capability. Ford planned to sell 5000 Panteras per year, which required a manufacturing capacity of 96 cars per week. A few of the push button Panteras have 1970 assembly dates, but most of those in the various registries have assembly dates falling within the months of January through April 1971, before the assembly line began operating. Several push button Panteras have 1972, 1973 and 1974 assembly dates. The assembly lines in Turin and Modena began high volume assembly of coaches and finished Panteras in April of 1971. Many parts that had been hand fabricated on the push button Panteras were fabricated by stamping or other high speed methods for the assembly lines. Many details such as the rear hood release mechanism were redesigned.


It is assumed the chassis number of the first Pantera coach to roll off the assembly line in Turin was 1383. Soon after assembly line production began a flaw in the plan to build 5000 Panteras per year was discovered. The supplier of the transaxles, ZF of Germany, was capable of supplying only 40 model 5DS-25 transaxles per week, far short of the 96 per week required to meet Ford’s production goal. The US federal government required all passenger cars sold in the US to be equipped with front and rear 5 mph impact resistant bumpers and lower emission engines for the 1973 model year. The Ford spec Pantera evolved again in August 1972, beginning with chassis 4269, to comply with these mandates. Large, black, front and rear impact resistant bumpers were installed.

The coach was revised with integral front turn signal pods. The compression ratio of the motor was dropped to 8. The car featured wheel well flares, wider wheels, 50 series Pirelli P7 tires, engine and suspension upgrades, a racier looking paint scheme and improved materials in the interior. When Pantera enthusiasts in North America learned of the GTS offered in Europe they urged Ford to import the GTS to North America.

By 1974 the climate of the US automobile market was vastly different and more volatile than it had been in 1969 when the Pantera was designed. There was increasing public awareness in regards to air pollution, fuel economy, consumer protectionism and passenger safety. Market shares were shrinking due to European and Japanese imports. The US economy was entering a severe recession. The competition for sports car sales in Europe included vehicles offered by Ferrari, Lamborghini and Maserati. Better performance and more refinement were required for the Pantera to be competitive against these rivals. The first GTS was assembled on chassis 2014.

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These new ultra-wide low aspect ratio tires were all the rage amongst sports car enthusiasts. The Group 3 race car was the first of the two race versions developed. Beyond the improvements included with the GTS it added further features strictly for racing including a plexiglass rear window that allowed supports for the rear suspension to pass through holes in the window and attach to a roll bar in the passenger compartment. Ferrari race car driver and development engineer Michael Parkes was hired away from Ferrari to develop the Pantera for this series and drive the Pantera too. The features that are the backbone of a race car are reduced weight, a powerful motor, the best tires allowed by the rules and brakes with tremendous stopping power.

The Group 3 Pantera was the starting point for the development of these Group 4 race cars. The chassis were lightened with holes everywhere. Aluminum panels for the doors and bonnets replaced the steel panels of the production cars. That is a very unusual business arrangement. US Ford did not want to remain involved in any phase of the Pantera manufacturing business when the decision was made to stop selling them. Besides putting an end to Pantera shipments to North America in August 1974, Ford also shut down the coach assembly operation at Vignale in July 1974. They had no coachbuilding facilities of their own and by 1976 Vignale no longer existed.

Vignale’s new owner, Ford, had opted to close down the business completely. The first coachworks contracted was Carrozzeria Maggiora, and about 2 years later they contracted Carrozzeria Embo. So the GT4 evolved into a new model known as the GT5. The wide body GT5 evolved again in 1985 with the introduction of the GT5-S. I assume this evolution was inspired by the subtle lines of the 1984 Ferrari Testarossa because the GT5-S replaced the distinctive fiberglass wheel arch flares of the GT5 with steel flares more subtly integrated into the lines of the coachwork including rear wheelhouse “strakes” reminiscent of those found on the Testarossa. It became necessary to find a substitute motor for the Pantera during the latter half of the 1980s.

US Ford had last manufactured the 351C in 1974, and Ford of Australia ceased manufacture of the 351C in 1984. The squinty fellow is your author. Although Ford had not imported Panteras to North America since 1974, a substantial number of the later model Panteras were made available to North American enthusiasts due to the efforts of several American businessmen who were Pantera enthusiasts themselves. These gentlemen imported and sold small numbers of GTS, GT5 and GT5-S Panteras in North America as grey market vehicles between 1979 and 1990. GT5-S assembly was phased out in 1990 with the introduction of a new and final version of the Pantera, the Pantera Si. The coachwork of the Si was updated by Marcello Gandini, who had created the coachwork for the 1990 Lamborghini Diablo.

1993 witnessed the signing of the Maastricht treaty that marked the formal beginning of the European Union. The Pantera went on sale in North America and Europe in the spring of 1971. 275 were assembled between 1975 and 1979. Ferrari 308, Ferrari Daytona, Ferrari 512BB, Ferrari Testarossa and Lamborghini Countach on television and in movies. The Pantera competed successfully as a supercar with Ferrari and Lamborghini during the 1980’s with the GT5 and GT5-S models. Panteras on their bedroom walls during the 1980s.

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