Guess modern things are built differently. I run a small Girling aluminum master cylinder that bolted on with 5 minutes of filing the 2 bolt holes to match the Pantera. One of my race friends gave it to me and its been in place without trouble since about 1985. I also run a Tilton concentric throwout so no slave, no ungreased linkage and all-Aeroquip stainess steel lines. That's been in place since 1995 but I did have to make my own ZF nose since Tilton's are designed for Dirt-track sprint cars.
For those who forgot, the Pantera clutch is marginal in throwout length to disconnect the engine and tranny when brand new. Wear always makes it less. Stick a feeler gauge down the bellhousing inspection hole to check the amount of disconnect between the clutch plate and flywheel. Have a friend absolutely mat the clutch pedal. You'll be lucky to get 0.020" and thats TOTAL clearance for both sides of the disc! Which means clutch drag when shifting since no one mats the pedal while driving- and when you get clutch drag, guess what takes up the slack?
Right- the ZF synchros! My Tilton's disconnect distance is around 0.080" or 4X stock, last time I checked. It also cost 4X the stock replacements. I'm guessing a synchro replacement could run up to $4000+ today since the synchro is steel running against a steel gear-cone. So when the synchro is worn out, so is the gear. Plus R&R-ing the ZF, shipping etc, etc. Thats why I ALWAYS advocate a longer throw slave than stock, in anodized aluminum or stainless steel to also resist steel pitting. Even if you need to fabricate a new slave bracket. FWIW-