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Nicolas, if you are trying to determine whether you have the early high compression motor or the later lower compression "Cobra Jet" motor, one clue is a dual point distributor for the "Cobra Jet" if it still has the original distributor (and motor). I'm interested if anyone can provide VIN #s of '72 original Cobra Jets so we can determine the approximate switchover dates.

Nicolas bon  jour!

well nice to have you. These cars are top  notch but lots of work to make them perfect.

First is HOW GOOD is the chassis, as body work is terrible expensive unless you do it yourself as René does. Some metall sheets you can get in the EU/UK..rest is import from the US or custom. You might send some fotos from below..Front, rails, doors, rockers etc. ROST??

Chrome componets are hard to find, so start lookig as you do for the bumpers.

Completeness is next....Rims is the easiest if you go for replicats. If original, tough effort....but can  be found at least the 7/8 inch Stuff at reasonable cost.  Well 15 vs 17" is a consideration but lost of originality. tires ok for 17 hard for 15 (Avon UK for rear if you want to go big).

Gear box is hard too, did you drive the car, did it shift decently?? .. so RBT is the place in the US..he has a fact/$ sheet. Think they produce in the US/TX, so less issue with supply chain today. Engine parts is getting more difficult as lots of raw stuff comes from far east, well is finished in the US..expect 2 month delivery latency  now.

If I can help happy to do as I did all the overhaul. The team is great they know most of the places to look for parts top team members having parts but also Fiat/Ford/Triumpf/ xx/yy and advise..

p.s.. my ORIGINAL motor is 4109 with chassi 4907,car was buit in 12/1972 with cobra JET with open chamber (The "dot"4 per René). did replace them by aluminium heads

Matthias /Stuttgart Germany

Last edited by matg

The 4 (dot) to determine open verses closed head is a relevation to me.  This is an extremely beneficial data point as common understanding among many knowledgeable Pantera owners has been that it required intake removal at the least to see casting marks that could identify.

I have open and closed heads in storage that I will eventually inspect to confirm.  However before I make my way over there, can anyone else confirm the accuracy of this casting mark as an indicator of open verses closed combustion chambers on a 4V head?

@jtpantera posted:

The 4 (dot) to determine open verses closed head is a relevation to me.  This is an extremely beneficial data point as common understanding among many knowledgeable Pantera owners has been that it required intake removal at the least to see casting marks that could identify.

I have open and closed heads in storage that I will eventually inspect to confirm.  However before I make my way over there, can anyone else confirm the accuracy of this casting mark as an indicator of open verses closed combustion chambers on a 4V head?

Per the books (Ford Parts Interchange)  it is what it is .4 is open camber..well in the old days nothing was that precise..

at least we have 2 evidences
1) René..has a .4 head  ..OPEN Chamber
2) myself has .4 heads (on shelf) ... OPEN Chamber

(ok, this is not an issue you just need dif pistons to get the compression up to 10/ plus ...and a head overhaul to make them adequate for heavy valve lift..George Pence did a wonderfull write up on this..).

AND.. the Pantera is wild even with so called 27x horsepower!!...is the least issue to me honestly..

Matthias/Stuttgart

Last edited by matg

I thought that George Pence, on this very BB, had stated that the dot was not a conclusive indication of open vs. closed chamber....

Nevertheless, I have only my phone, and you guys have heads in front of you, so it’s hard for me to argue this point.

I know George (and I) believe with the appropriate pistons, open chamber heads can generate just as much power as the closed chamber ones.  

Don’t feel bad because they are open chamber - they can be very effective.

Rocky

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