Why Spec Miata is America's most popular club series

The race series composed entirely of tiny roadsters is the 900-pound gorilla of club racing in America. How'd that happen, and why?

When the U.S. economy took an extended pit stop in 2008, many thought that it would be the end of large-scale amateur road racing in this country. The two major sanctioning bodies—the Sports Car Club of America (SCCA) and the National Auto Sport Association (NASA)—faced the twin threats of skyrocketing operating costs and dwindling entry lists. What arguably saved them was a new and popular form of racing that didn't exist 10 years prior: a spec series based around a set of affordable modifications to the Mazda MX-5 Miata.

Today, Spec Miata is the most popular club-racing class in the country and the largest single class within NASA. Nearly one in six amateur race entries on any given weekend is a first- or second-generation Mazda Miata, and more than 3000 Spec Miata conversion kits have been sold to date. Just as the MG TC was the foundation of amateur racing in the postwar era, its modern, Japanese successor has been the savior of amateur racing today, partly because the buy-in is only about 10 grand. It all seems logical now, but without a few fanatic evangelists, early involvement from Mazda, and some help from airbag-replacement regulations, Spec Miata might not have developed. Of course, not everybody who was there at the beginning agrees on the story.

WHO INVENTED SPEC MIATA?

Bob Dowie, Chairman, SCCA Club Racing Board, 2001–2011: I've always said that if you want to start a fight, a great way to do it would be to ask, "Who invented Spec Miata?" But I think we've agreed that it was Shannon McMasters and David delGenio.

Shannon McMasters, Co-creator, Spec Miata: I was a rotary guy from way back. In 1997, I was building cars for the Spec RX-7 class. Mazda wasn't making any money on Spec RX-7 because the cars were at least 10 years old. Meanwhile, there were all these Showroom Stock Miatas that were about to become too old to race in that class.

Robert Davis, Senior VP, U.S. Operations, Mazda: We always knew the car would be raced. In fact, many of the early Miatas were donated to racers for SCCA club racing.

Jim Daniels, Founder, Mazdaracers.com and Pro Spec Miata: We all used to take our old Showroom Stock cars, pull the cages, fix the dents, put the airbags back in, and resell them to the dealers. But then it became a crime to put airbags back in a car without notifying the next buyer, and Mazda didn't want us doing that anymore. So you had race cars with no purpose.

BY RACERS, FOR RACERS

McMasters: I had an idea. I wrote some basic rules, built four "Spec Racer Miatas," and took them around the country. We'd enter them in another SCCA class as a demonstration.

Daniels: The Miata just killed everybody in SCCA Showroom Stock racing. But at some point, the car got too old for Showroom Stock and moved to the Production class. And the old guys who were racing the Production classes didn't want those ex-Showroom Stock Miatas to come in and spoil their party, you know? 'Cause they had three guys show up for a race and two of them didn't finish. They didn't want to add 50 Miatas on top of that.

At the SCCA Runoffs in 2000, Robert Davis and Steve Sanders asked me to start promoting the series.

McMasters: The Spec Miata kit was stuff they already had on the shelf for other race series. We didn't change much. Looking back, I wish we'd put stiffer springs in, but we used what we had.

Davis: I loved the idea, because Spec Miata was a class created by racers for racers.

Daniels: They sold over 800 kits before the SCCA even started considering letting the Spec Miata have a national championship. Spec Miata took off, but each region had a different idea of how to implement it.

Dowie: Guys in New England were treating them like Showroom Stock cars. The Texas racers had custom intakes.

McMasters: Everybody wanted different tires.

MONEY AND MARKETING

Daniels: I decided to pay people to settle on a spec, so I founded Pro Spec Miata. We went around the country holding races. There was cash on the line, but you had to run to our spec, not whatever your own region was doing.

McMasters: I hated that name, "Spec Miata." At the time, the Miata had a reputation as a girl's car. I wanted "Spec Racer Miata." That earned us a cease and desist letter from the SCCA, which owned the trademark "Spec Racer." But by the time they started trying to get a national championship, I'd dropped out. There wasn't anything I could improve, the spec was settled, and I wanted a new challenge.

Jeremy Croiset, Director of Business Development, NASA: In 1999, we believed the timing was right and went ahead with the NASA Spec Miata class. We held the first-ever Spec Miata race in February 2000 in the NASA NorCal region. The amateur-road-racing market was hungry for a low-cost, highly competitive series that Spec Miata filled perfectly.

THE NATIONAL STAGE

Daniels: An SCCA committee was formed to take Spec Miata to the national level. It had to happen, because without a national championship, you can't attract the best racers. The class would have stayed small-time. But then, the SCCA brass declared that Spec Miata would never go national and dissolved the committee.

Dowie: There was a little bit of turmoil. That group lost focus on the main issue, which was settling on the rules. They were obsessed with getting a national class. Jim [Daniels] was ready to burn down the farm to get it done.

Daniels: The old guys were making secret changes to the general competition rules to prevent Spec Miata from being added as a national class, without taking it to a vote of members. I was tipped off by a source inside the SCCA. So, I took that information public on our website. As a result, I was blackballed from SCCA's committees and boards for years. Maybe I still am. But the membership rose up and demanded a Spec Miata national class.

Dowie: Well, I don't know about that. The process took a year, which is what's supposed to happen.

Daniels: But once it went national, it exploded. When the economic downturn hit, it was only Spec Miata racing that kept some of the regions going. Our region would have gone bankrupt. A lot of these regions derive 60 percent or more of their income from Spec Miata.

McMasters: Without Spec Miata, the SCCA would have folded.

Daniels: You could add another national class now just for the 1.6-liter cars, and they'd still have too many entries for a single race. There are hundreds of old Spec Miatas sitting around waiting for a chance to race. There's never been a car as perfectly suited for amateur racing as the Miata.

McMasters: No other car could have done it. No other car is that fun to drive, that reliable. It was the natural choice.

WHO'S THE BEST SPEC MIATA RACER OF ALL TIME?

John Doonan, Director of Motorsports, Mazda North America: If you define greatness by where you ended up, I'd vote for [Grand-Am driver] Tom Long.

Dowie: There are so many of them, but Jim Daniels was a hell of a race-car driver.

McMasters: I'll tell you one thing . . . it wasn't Jim Daniels.

Daniels: Well, I won the most races.

                                                                    Source: www.roadandtrack.com

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Dodge going to revive Barracuda

Latest rumors say that Dodge is planning on replacing the Challenger with a new car that will resurrect the Barracuda. In fact they will do this alongside the Challenger that will stay for a second generation. The company will get a launch control in order to limit the wheel spin and assist the car get off the line quicker. Moreover, the upcoming machine will have chassis improvements along with a shorter wheelbase and stiffer suspension. The Challenger SRT8 model will be dismissed sooner leaving only the R/T models. So, the gap will be filled by the upcoming beast Barracuda that might have the similar or a better performance than the SRT8. The official debut is expected soon.

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First Drive: 2016 Cadillac ATS-V

There's a certain glory to driving a $61,000 Cadillac like a NASCAR stocker, chucking sideways and jumping curbs.

I'm not gonna lie to you," he said, "the V8 will fit."

Loaded words. Similar statements have produced everything from the original Shelby Cobra to the first real Corvette. And so I stood in front of the 2016 Cadillac ATS-V's open hood, on pit road at Texas's Circuit of the Americas, and I looked. And I had no reason to doubt him.

I also let out a sigh. Because I was staring at a V6.

"He" was Tony Roma, the Cadillac's chief engineer. Roma has a reputation for being straightforward, and he is one of the more interesting guys in the business. He was chief engineer on the Camaro ZL1. He managed the engine program for Cadillac's CTS-V World Challenge cars. He's a club racer, and he thinks the way we do. Over drinks during the ATS-V media launch, he said positive, if unprintable, things about big engines. If you heard those things, you would love him forever.

Still, progress is progress. Smart engineering mostly dictates that V8s into smallish cars no longer go. The ATS-V is GM's first real attempt to take on the German sport-sedan kings, chiefly the 425-hp, twin-turbo BMW M3. Roma makes no bones about it: "We like to benchmark for one exact car." They chose the E90-chassis M3 during ATS-V development, then adjusted metrics to anticipate the coming (now current) F80 model. If you're entering a game of thrones, may as well shoot for the top chair.

Emissions and fuel-economy concerns mean that a 464-hp, 444-lb-ft, twin-turbo V6 is the ATS-V's only available engine. It sounds fantastic—a better snarl than the M3's muted straight six—and gets the job done, but at low speed, it's a coarse, lag-prone device. It's occasionally hard to be smooth with, and even harder to get excited about. The launch presentation also neatly sidestepped the fact that the ATS's 3.6-liter six has decidedly downmarket roots. Dubbed LF4, the engine is an evolution of the LF3 engine from the CTS Vsport, which is itself an evolution of the decade-old "high-feature" six used in a zillion other GM cars—everything from the Chevrolet Malibu to the Buick LaCrosse.

Like the standard ATS, the ATS-V is available as either a sedan or a two-door coupe. In its cheapest form, as a four-door with a six-speed Tremec manual, the car costs $61,460. How do you gird a Malibu mill for 60-grand battle with a BMW six, one of the finest engines in the world? GM says you take an LF3 and reengineer it, adding things like titanium rods, new crankshaft counterweights, and a different intake manifold. Then you bump boost from 12 to 18 psi via new turbos and wastegates and pray no one gives you crap about your engine's family tree.

The Cadillac makes more power and torque than the BMW, but it's hard not to miss the M3's smoothness. Also its near-absence of turbo lag, smoothness, and—did I say smoothness?

Regardless, the machine wrapped around that V6 is fantastic. Onto the bones of the ATS coupe and sedan go 50 percent more spring rate, wider tires and front track (the coupe out-fats the sedan in the rear by 23 mm), and uprated bushings and ball joints. Additional underhood bracing and an aluminum lower body brace help raise torsional rigidity a claimed 25 percent. The differential is the telepathic, computer-controlled active unit also seen on the Corvette, and GM's Magnetic Ride Control dampers are standard. There are very large Brembo brakes. You do not get a carbon-ceramic brake option, Roma said dismissively, because his team believes high-performance cars should hold up on a track without expensive options. (Hello, M3, and your $8000 ceramics.)

As a package, the car works pretty well. The engine is the sole hiccup in a mix that, at first blush, seems to outcommunicate the M3. The electrically assisted steering is more talkative; Roma says they discovered, late in development, that the ATS-V uses the same basic ZF steering hardware as the M3, which makes the feel difference all geometry and tuning. (Good for them.) The suspension is remarkably forgiving. The brakes offer a predictable pedal that grows long in track use but sports no perceptible fade. Engine lag diminishes at high rpm, and the Tremec shifts like a Tremec should: smooth but nicely chunky, virtually begging for abuse.

About that: The manual offers no-lift shifts and disengageable rev-matching. There is also an eight-speed automatic similar to the one found in the Corvette. All of this is faster than any human, relatively smooth, and perfectly acceptable if you want it. We suggest you not want any of it, because the car is a hundred times more engaging without it. There's a certain glory to driving a $61,000 Cadillac like a NASCAR stocker, chucking sideways and jumping curbs, and a clutch pedal just adds to the illusion.

After I climbed out of the car, I met Cadillac PR chief David Caldwell. "We said we were going this direction," he allowed, referring to Cadillac's recent pursuit of BMW, Audi, and Mercedes-Benz. "We didn't say it would happen quickly. And that doesn't always mean you sell a lot of cars out of the gate."

Maybe they'll sell a lot of ATS-Vs, maybe not. Our bet is somewhere in the middle. The car is certainly a lot of speed for the money, and as a track proposition, it's friendlier and gutsier than anything German. But as a prestige sport sedan, there's something intangible missing. You can't shake the notion that this car is a first step, not an arrival.

Still, good luck to them. As an American, you want a brand and a machine like this to succeed. And as first shots go, this one's a corker.

2016 Cadillac ATS-V

• Price: $63,660
• Powertrain: 3.6-liter twin-turbo V6, 464 hp, 444 lb-ft; RWD, 6-speed manual
• Weight: 3700 lbs
• EPA City/Highway: 17/23 MPG
• On Sale: Now

                                                                    Source www.roadandtrack.com

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Pony-car sales war: Mustang vs. Camaro vs. Challenger

The Ford Mustang has blown past the Chevy Camaro as America's best-selling pony car, and in June, it wasn't even close. The 'Stang outsold the Camaro 11,719 to 8,611 cars. The Camaro remained ahead of the Dodge Challenger, which sold 6,845 units. Even though the Camaro did post an 11.5-percent sales improvement in June, the competition is arguably stronger than at anytime since the 1970s muscle-car era. The Mustang's sales leapt a whopping 53.6 percent, while the Challenger saw a gain of 56 percent.

Several factors are weighing down Camaro sales, including its lame duck status. Chevy is launching a new generation of the Camaro this year that's more than 200 pounds lighter, offers a new turbo four-cylinder engine option, and has a nicer interior than the outgoing model. Put simply: wait a few months and you can get a better car. It's also unlikely Chevy will jack up the price much, as it's historically kept the Camaro within reach of everyday enthusiasts.

While Chevy fans wait in anticipation for their new sports car, Ford and Dodge have downshifted. The new Mustang, which went on sale last year, is lighter, faster, and more sophisticated than its predecessor. It also offers a 2.3-liter EcoBoost four-cylinder, which Ford has credited for the Mustang's recent uptick and makes up 36 percent of the car's sales, Ford analyst Erich Merkle said.

June's performance allowed the Mustang to widen its sales gap with the Camaro this year. Through the first five months, Ford sold 68,290 Mustangs, a 54.4-percent increased compared with 2014. Chevy sold 42,593 Camaros, an 8.7-percent decrease. The Challenger – long the No. 3 pony car in sales volume – has seen its sales surge 41 percent this year to 37,011 units.

The rankings have allowed the Blue Oval some bragging rights this year, and Ford sales and marketing vice president Mark LaNeve called the Mustang's sales "smoking hot." They've sizzled in California, where retail 'Stang sales increased 157 percent in June, Merkle said.

Even through the rankings have shuffled this year among the Mustang, Camaro, and Challenger, the across-the-board sales increases in June indicate general health for the market. "US sales in June reflect a more optimistic consumer, from increases in sporty car sales like the Ford Mustang and Chevrolet Camaro to the continued growth in SUV sales," IHS Automotive senior analyst Stephanie Brinley said in a statement.

So the Mustang is new, and the Camaro is old, which brings us to the curious case of the Challenger, which was freshened with a new interior, more technology, an eight-speed transmission, and styling tweaks for the 2015 model year. It's also been supported by a vigorous advertising campaign – we haven't heard this much from the Dodge Brothers since the age of Gatsby – and the bright halo of the 707-hp Hellcat Challenger. There's also a zero-day supply for the Challenger Scat Pack model. "The new 2015 model-year Challenger launch continues to gain traction, helping the Challenger continue to set sales records," spokesperson Kristin Starnes said.

While Ford and Dodge have capitalized on the Chevy's time of transition, the gen six Camaro is mere months away. Despite its strengthened competition, Chevy doesn't plan to remain No. 2. As General Motors product chief Mark Reuss put it: "If you're not here to win, why play the game?"

Source: webogi.com

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First Drive: 2015 RAM Rebel

A lift, meaty tires, and all the attitude you can stand, converting the standard Ram 1500 into a truck built for the hills.

It doesn't take much to turn a half-ton pickup into a minor off-road brawler. A small lift, meaty tires, and a little armor turns any Home Depot drone into a back-country rig. The 2015 Ram Rebel builds on a long tradition of putting the right parts in the right places, converting the standard Ram 1500 into a truck built for the hills.

The Rebel is an answer to machines like the Ford F-150 FX4 and Chevrolet Silverado Z71. But where those more street-oriented rivals rely on mall-terrain tires and bumpers dressed in chrome or, worse, paint, Ram brings legitimate hardware.

There are two engines: a 3.6-liter V6 with 305 hp and 269 lb-ft of torque or a 395-hp 5.7-liter V8 with 410 lb-ft of torque. Trucks equipped with the six are only available in four-wheel drive with a new 3.92:1 rear-axle ratio. Go for the big eight and you get additional options, including two-wheel drive and a more efficient 3.21:1 rear-axle ratio. Both engines are bolted to an eight-speed automatic transmission.

The Rebel ditches the familiar crosshair grille for a more aggressive snout. A sculpted aluminum hood adds more menace to the mix, as do powder-coated steel bumpers and Power Wagon fender flares. New red accents, Rebel badging, and tread-pattern vinyl seats make for a sharp cabin.

Ram's air-ride suspension is standard on the Rebel, and it sits one inch higher. A set of specifically tuned Bilstein monotube dampers complements the ride height, as do tweaked sway bars. That extra inch of lift does more for the truck's visual presence than its off-road prowess, but the new 33-inch Toyo Open Country A/T tires give the Rebel some teeth off tarmac. Wrapped around new 17-inch alloy wheels, they're as quiet on road as they are capable in sand, snow, and mud. Standard aluminum skid plates protect the truck's soft spots underneath.

Engineers slowed the Rebel's steering ratio for better off-road control, and the coil-spring rear soaks up washboards and pocked dirt roads. Old-school leaf-spring pickups go where you point them, but whether your kidneys make the trip is another matter. The Rebel will get you where you're going, internal organs and all.

That's not to say it's a proper hellion. It takes constant vigilance and a series of button mashes to keep the onboard nannies at bay. Give us easy defeats for stability and traction control, and we'd be happier.

Yet the Rebel is a truck that's always glad to surprise you with its capability. It will grin and knock that angel off your shoulder, encouraging you to lay tracks in virgin snow or scramble up that impossible hill climb. For those of us who spent our youths bashing across fields and picking through forests in a beater with a bed, the Rebel is a familiar accomplice.

• Price: $44,000 (est)
• Powertrain: 5.7-liter V8, 395 hp, 410 lb-ft; 4wd; 8-speed automatic
• Weight: 5550 lb
• Ground Clearance: 10.3 in
• Top Speed: 106 mph
• EPA city/highway: 15/21 mpg
• On Sale: Now

•                                                 Source: www.roadandtrack.com

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Hear the Ford Mustang Shelby GT350R's different exhaust modes

Video from the Carlisle Ford Nationals demonstrates the GT350R's multi-mode exhaust: Basically, it's loud, louder, and earthquake.

By now, you've heard plenty from the Mustang Shelby GT350R, the even-more-hardcore version of Ford's most track-tuned Mustang ever. We had not one, but two videos of the GT350R revving just last week.

But this is 2015. Noise regulations, customer expectations, and just plain politeness all prevent Ford from selling a car that wails as loudly at all times as the videos we've seen so far. Plus, we already knew that the GT350 and GT350R would haveselectable driver modes. A quieter driving mode was all but assumed.

Now, we've got video from YouTuber and Focus ST forum-goer TwoPupsInTheTub to back up that assumption. Here's how the 526-hp GT350R's flat-plane-crank 5.2-liter V8 sounds in each of its exhaust modes.

In its quieter settings, it sounds subdued but angry. Fully uncorked? Your ears will bleed with joy

                                                               Source: www.roadandtrack.com

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Super Sedans! The 9 most powerful four-doors in America

With a bang-for-the-buck calculation, to boot!

The Hellcat moniker is officially way too good to use only on the Dodge Challenger. Enter the Charger SRT Hellcat, which brings the angry-kitty badge and ludicrous 707-hp supercharged V8 to Dodge's four-door sedan—because think of the families, you know?

In the wake of the super-duper Charger's unveiling, we pondered the other mega-horsepower production sedans upon which the Hellcat is ready to pounce like so many unsuspecting, overfed hamsters.

For the purposes of this conversation, we're only including true sedans with enclosed trunks to keep the comparisons with the Hellcat honest. That knocks out five-doors like the Porsche Panamera Turbo S and the Audi RS7, which the Dodge out-powers, anyhow. In addition, we use the base version of each car to establish these power rankings; performance options that increase output—like the BMW M5's Competition package—don't count, though we do mention their availability.

Also note: Different models from a single manufacturer that use the same powertrain are grouped together. This was done in the spirit of inclusion and also to ensure some variety as you scroll—who wants to see three Benzes listed in a row?

Finally, to help parse all that power and guide you toward the best bang for your buck, we calculated the price of performance with a handy "cost per HP" figure.

Enough talking, now—on to the list!

BMW M5 / M6 Gran Coupe: 560 HP

Engine: twin-turbocharged 4.4-liter V8

Price: $95,850 / $117,950

Cost per HP: $171.16 / $210.63

Only in a world where a 707-hp monster sedan reigns supreme could the mighty M5 and M6 Gran Coupe find themselves last on our list. Both can be ordered with a Competition package that boosts output to 575 horsepower, but equipping them as such would only move them up only one spot. And while the special-edition 30 Jahre M5 makes 600 horsepower, only 30 of those will be sold in America; if you haven't ordered yours yet, it's already gone.

Rolls-Royce Ghost: 563 HP

Engine: twin-turbocharged 6.6-liter V12

Price: $267,800

Cost per HP: $475.67

Back in the old days, Rolls didn't even list engine output, saying only that their power was "adequate." Such is the tawdry state of affairs today that even Rolls-Royce must stoop to publishing such vulgar information—it's like catching a peek of Helen Mirren in her knickers. Then again, 563 horsepower shows the old dame's still got it going on.

Mercedes-Benz S63 AMG 4MATIC / E63 AMG S-model 4MATIC / CLS63 AMG S-model 4MATIC: 577 HP

Engine: twin-turbocharged 5.5-liter V8

Price: $142,375 / $101,525 / $107,425

Cost per HP: $246.75 / $175.95 / $186.18

This trio of blitzin' Benzes flaunts a feisty twin-turbo 5.5-liter V8. In the S63 AMG 4MATIC, that hot mill hauls the 4943-pound sedan to 60 mph in 3.8 seconds (a tenth shy of Dodge's claimed Charger Hellcat number) and propels the S63 to a top speed of 187 mph. In the CLS63 AMG S-model 4MATIC, it's good for a 0-to-60-mph time of 3.2 seconds and a Vmax of 186 mph.Let's not forget the E63, which is also ridiculous and is also offered as the world's most badass station wagon, just because Mercedes can.

Bentley Flying Spur W12: 616 HP

Engine: twin-turbocharged 6.0-liter W12

Price: $221,125

Cost per HP: $358.97

Finally, a little truth in advertising: The Bentley chaps named their four-wheeled version of Downton Abbey the Flying Spur, and fly it does. The sheer magnificence of a car this enormous making this much power and doing it so elegantly is almost soothing—until you mash the gas pedal against the plushly carpeted floor and convert the landscape into a blurry smear.

Mercedes-Benz S65 AMG: 621 HP

Engine: twin-turbocharged 6.0-liter V12

Price: $224,625

Cost per HP: $361.72

That most folks can't buy their own zeppelin is one of modern society's greatest disappointments. You may, however, consider the truly prodigious S65 AMG one hell of a consolation prize. (If you have close to a quarter-million bucks, that is.) Sure, you won't be able to swoop over your neighborhood and drop small incendiary devices on the annoying microdog next door, but that's almost asking too much, isn't it?

Dodge Charger SRT Hellcat: 707 HP

Engine: supercharged 6.2-liter V8

Price (est.): $63,000

Cost per HP (est.): $89.11

Say "Hell, oh, kitty!" Dodge spreads the 707-hp love from the ballsy, bold Challenger SRT Hellcat to this four-door, which flaunts 86 more horsepower than the S65 AMG at a price likely to come in at roughly one-quarter that of the big Benz. It might be a little nuts for Dodge to unleash this weaponized sedan on the general populace, but why should the devil have all the fun? But please, Dodge, for the love of all things sacred, just don't stick this engine in the Charger cop car.

                                                                  Source: www.roadandtrack.com

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How to buy a De Tomaso Pantera and make it perfect

In this Shopping with Colin, we take a look at one of the truly great Italo-American exotics.

Penned by American designer Tom Tjaarda and sold in the U.S. between 1971 and 1974, the De Tomaso Pantera aimed to offer Ferrari Daytona performance at less than half the price. The spec sheet was impressive: unibody construction, four-wheel power disc brakes and independent suspension, rack-and-pinion steering, power windows, and standard air-conditioning. Ford's 351-cubic-inch Cleveland V-8 was mounted midship, mated to a five-speed ZF transaxle with gated shifter. De Tomaso promised 310 hp and a 0–60-mph time in the six-second range.

What could possibly go wrong?

Well, a few things. First, De Tomaso was horrible at building a low-production supercar. Second, Lincoln-Mercury dealers were horrible at selling and servicing horribly built, low-production supercars. Rust was a serious issue, owing to the fact that De Tomaso used bare, untreated steel for the unibody, with multiple water traps, no less. Photographs exist of cars outside the factory in Modena, covered in rust, awaiting paint and assembly. Which explains why Panteras literally rust from the inside out. There is no explanation, however, for the horrendous cabin ergonomics, other than its Italian origins.

The Pantera still stirred up its fair share of lust. It was exotic yet unintimidating; a "Power by Ford" badge promised that your uncle could tune it. Attainability outshone the car's flaws, and roughly 5200 examples were sold in the U.S. between 1971 and 1974.

As a kid, I was smitten at first sight. Beginning with a red '71 that cost $10,000 in the early Nineties, I've owned a number of Panteras, including a rare European-spec GTS. The best of the bunch was a low-mileage, two-owner car from Beverly Hills, one of the cleanest Panteras I have ever seen. I loved its simplicity, effortless speed, and of course, that glorious Ford V8. I sold it to a friend in 2000 but always kept an eye out for another.

While Panteras do have some mechanical sins, Ford essentially used customers as beta testers, so most cars were sorted under warranty. The endless stream of service bulletins remains a how-to guide for Pantera maintenance. And what Ford didn't figure out, a network of owners clubs, specialists, and an expansive aftermarket has. It's not uncommon for a Pantera to have wonderful A/C, shift well, and perform as its original spec sheet suggests, all without overheating. Problem is, few owners can resist modifying a Pantera. Finding a clean, stock (or sensibly upgraded) example is like discovering a Detroit street without potholes.

And the 1974 Pantera on these pages? It's that same Beverly Hills car I sold 15 years ago. When my friend, the new owner, approached me about selling, I simply couldn't resist. I wanted one, I knew the car, and I had a plan.

The Plan

Early cars, known as pre-L models, are identifiable by lower ride height and slender, chrome bumpers. The L, or Lusso, version was introduced in late 1972. It had numerous updates to rectify the issues of earlier cars, as well as a redesigned dash. Unfortunately, the Lusso's tippy-toe suspension and heavy, unsightly, rubber-faced bumpers are a major turnoff.

In a perfect world, I'd want an untouched, flawless, push-button-door, pre-L Pantera. But like most people, I'm fond of the Lusso dashboard, and I appreciate the changes made in the final run of Panteras. This car, a late U.S.-spec L, offered me an opportunity to try something interesting: create a Lusso that looks and performs like a pre-L, without the problems. The best of both worlds.

The Project

I started by installing a set of early chrome bumpers, which only necessitated welding a few holes. To lower the car, I removed the one-inch spring spacers De Tomaso used to meet U.S. safety regulations. To simulate the stance of a GTS model (which wore now-unobtainable 15-by-10-inch rear wheels), I added one-inch wheel spacers to the original 15-by-8-inch rears and mounted fat, sticky Avon CR6ZZ competition tires. Headers and tuning woke up the 351 V8, and a larger radiator with aftermarket high-velocity cooling fans ensures the engine runs at about 180 degrees, even on the hottest days.

The result is the supercar Ford should've sold, instead of the wheezy thing found at Lincoln-Mercury dealers in 1974. Although I went overboard on execution, you can do this on short money. New bumpers are less than $2000, and any body shop worth its salt won't charge much more for labor. Armed with Pantera Owners Club of America tech tips, the rest is mostly tuning and elbow grease. Considering nice pre-L cars now fetch six figures and a decent Lusso can be had for less than $75,000, this method represents a great route to Pantera ownership.

                                                              Source: www.roadandtrack.com

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