1973 DeTomaso Pantera II

Although the son of an Argentinian government official, Alejandro de Tomaso was more interested in motor racing than following the family business model and manage the fortune the family had accumulated. During the overthrow of the Peron government in 1955, he fled to Italy where he raced OSCA cars for the Maserati brothers before forming his own company, DeTomaso Automobili SpA, in 1959. By 1961 he had built six Formula One cars with two being powered by OSCA engines. His first road-going car was the Vallelunga coupe that wore Ghia coachwork with Ford Cortina power. Total production reached 50 units along with a single spyder version. Introduced at the 1964 Turin Show, it had a cutting-edge 'backbone' chassis design, mid-engine layout, and rear transaxle. Its pressed-steel chassis ultimately proved problematic but the overall design and vision helped as DeTomaso as a potentially prominent builder of automobiles for both road and track.

The DeTomaso company was started with modest capital, however, he had access to considerable wealth courtesy of his American wife, Isabelle Haskell, heiress to an electrical components company in New Jersey. Using the wealth, de Tomaso acquired Ghia and continued work on a Vallelunga replacement, the Mangusta (mongoose), powered by a Ford 302 cubic-inch V8 engine and backed by a ZF 5-speed transaxle. It had a backbone chassis, limited-slip differential, and Girling disc brakes. The mid-engine coupe wore a body penned by Giorgetto Giugiaro, then working at Ghia. Total production reached approximately 400 units between 1967 and 1970, with many imported to the United States by Kjell Qvale of San Francisco.

DeTomaso's next automotive venture was the Pantera, meaning Panther, with styling by Tom Tjaarda, son of Lincoln-Zephyr designer John Tjaarda, then working at Ghia. Vignale, another one of de Tomaso's company, handled the construction. The design featured a low, wedge-shaped form with a pointed nose and disappearing headlamps. A small amount of Luggage space was available in both the front and rear. It had an aggressive and purposeful stance that was sleek and beautiful and would become the definitive supercar from De Tomaso. It was propelled by a mid-mounted Ford 351 Cleveland V-8 engine with a ZF five-speed rear transaxle. It used a rigid steel monocoque body structure which marked the first use of this technology by DeTomaso.

The DeTomaso Pantera made its debut in March of 1970 in Modena and was presented to buyers in the United States at the 1970 New York Motor Show a few weeks later.

The development costs were extensive and the profit margins were slim. Before the Pantera, American Motors had explored the mid-engine supercar area by collaborating with ItalDesign, BMW, and Giotto Bizarrini on a concept called the AMX/3. In the end, AMC decided that the demanding economics of the program was too minimal and the project was abandoned.

DeTomaso established a distribution deal for the Pantera in the U.S. marketplace via Lincoln-Mercury's dealer network from 1971 through 1974 with a full factory warranty. The first energy-supply crisis, economic recession, increasing insurance rates, emission regulations, and safety concerns ultimately doomed the project in America, with the last U.S.-bound Pantera built-in 1974. Production of the Pantera in other parts of the world continued through 1991, with the last example delivered to its customer in 1992. GT-Class racing versions campaigned in FIA-sanctioned Group 4 and 5 racing events through 1993.

During its production lifespan, the Pantera was continually refined and improved. Early examples had minimal rust-proofing and the quality of fit-and-finish was lacking due to large amounts of body solder being used to disguise body panel flaws. Ford increased its involvement with the production of the later cars, introducing precision stampings for the body panels.

For the 1972 model year, the engine-bay received a new lower compression, 5.8-liter, 4-bolt main Cleveland engine which helped it remain compliant with U.S. emissions standards. To combat the reduction in the compression ratio and resulting performance loss, it was fitted with a more aggressive 'Cobra Jet' camshaft and a dual point distributor.

In August of 1972, the DeTomaso Pantera L ('Lusso' or luxury) was introduced. The cars destined for the United States had a large black single front bumper with a built-in airfoil designed to reduce frontal lift at high speeds. The European and other-world versions continued to use separate bumperettes. Other factory upgrades added to the 'L' models were designed to rectify many of the issues and problems of the earlier cars.

For 1973, the dashboard was redesigned, abandoning the prior two separate pod setup for a single united unit with the dials angled towards the driver.

The 1974 Pantera GTS U.S. versions had optional GTS badging but not the higher compression engine of the European-based cars.

After approximately 5,500 examples, Ford stopped importing the Panteral to the United States. Between 1971 to 1992, a total of 7,260 examples were built.

The DeTomaso Pantera was a high-performance supercar that was equipped with American-style comforts, including air conditioning and power windows while retaining European performance features such as power-assisted four-wheel disc brakes, rack-and-pinion steering, and a ZF transaxle. It was a combination of the best technologies and designs of the sports car worlds at the time and it was priced considerably less than a comparable Lamborghini or Ferrari.

by Dan Vaughan

Coupe
Chassis number: THPNNJ05220

Argentinan born Alejandro DeTomaso was a successful racing driver who later became a very successful constructor, first with his own chassis powered by engines from the Maserati brothers' OSCA concern, and later with Ford-based production engines. The Vallelunga was introduced at the 1963 Turin Show. It was powered by a 1.5-liter Cortina engine that was mounted mid-ship and powered the rear wheels. In 1969, the Ghia (Giorgetto Giugiaro) designed Mangusta was introduced. Power from this car was from a Boss Mustang and displaced 302 cubic-inches. It was basically a prototype racing car that was street legal and produced in limited numbers, amassing just 400 units.

The Ford Motor Company saw the potential of De Tomaso and decided to help with the latest project, the Pantera that was designed by Tom Tjaarda. It was built by Ghia and powered by a 351 cubic-inch 'Cleveland' V8 engine and mated to a ZF five-speed manual gearbox. The Pantera had exceptional performance, eye-catching styling, and reasonable luggage space and amenities that made it very attractive to American buyers. It was introduced at the New York Auto Show in 1970 and sold by select Lincoln-Mercury dealers from 1971 to 1974. Zero-to-sixty was accomplished in just 5.5 seconds with the top speed achieved at 150 miles per hour.

This example is a matching numbers example that is an L-designated model, from the final production year of 1974. The 'L' represented the 'Luxury' treatment that included black safety bumpers front and rear, improved cooling and air conditioning system, and a revised dashboard layout, among other enhancements. It is painted in a rare black on black combination and currently shows just 45,795 miles.

In 2009, this De Tomaso Pantera was offered for sale at the Automobiles of Arizona auction presented by RM Auctions. It was estimated to sell for $70,000 - $90,000 and offered without reserve. The lot was sold for a high bid of $35,750 including buyer's premium.

by Dan Vaughan

Coupe
Chassis number: THPNMT05071

This Pantera L features an improved cooling and air-conditioning system, a revised dashboard design, and a 351 cubic-inch Cleveland V-8 engine. It has traveled under 11,000 miles since new, and it is one of the few Pantera's that has not been modified. It has been owned by only three owners. The car rides on Goodyear Arriva tires and Campagnolo cast mag wheels, and has its space-saver spare tire and inflator, plus the original tool kit.

In 2011, the car was offered for sale at the Gooding & Company auction held in Scottsdale, Arizona. It was estimated to sell for $65,000 - $85,000 and offered without reserve. As bidding came to a close, the car was sold for the sum of $46,750 including buyer's premium.

by Dan Vaughan

Coupe
Chassis number: THPNNA06050

This 1973 DeTomaso Pantera is powered by a 351 cubic-inch engine backed by a five-speed transmission with 63,000 miles on the odometer. It has new tires, new fuel pump and clutch master/slave cylinders. It has the original Campagnolo wheels with new Continental Extreme Contact sport tires, and an original spare tire.

by Dan Vaughan

Coupe
Chassis number: THPNNR05756

This De Tomaso Pantera L by Ghia was a Ford Motor Company test car that was later sold to an executive. It later spent time with two collectors.

This Pantera has 12,180 original miles and is finished in Pantera Orange. It has original Goodyear Arriva tires, tools, and luggage tray. A former owner scuffed the front end and installed a GTS emblem where it did not belong. Later, a decision was made to selectively repaint the nose and front lid.

by Dan Vaughan

Coupe

Designed by Tom Tjaarda of Ghia and engineered by Gianpaolo Dallara, the De Tomaso Pantera (Panther in Italian) features a steel 'monocoque' chassis, a Ford 351 Cleveland V8 with a five-speed ZF transaxle.

This example was acquired in November of 2020 from the estate of the original owner who stored the car away in New York for 35 years. It has never been modified, never been shown, 8,904 original miles, and original tires. With massive visibility from the cockpit in a nimble Dallara chassis, it has a nasty American roar pushing miles of smiles.

Coupe

Based in Modena, Italy, De Tomaso Automobili produced about 6,000 Panteras from 1971 to 1974 from the United States. 138 U.S.-spec GTS models were produced from 1973 to 1974. Panteras continued in limited production through 1992.

The Pantera was the result of an Argentinian racing driver (Alejandro De Tomaso), Italian engineering, and American muscle. The styling was handled by Tom Tjarda while Giampaolo Dallara was responsible for the structural design. Looking at the vehicle, it greatly resembles that of the Lamborghini offspring. The reasoning for this resemblance could be attributed to Giampaolo Dallara who was also aided in the designing of the Lamborghini Miura.

The wing on the back was optional. If used, it would help by providing downforce and increase stability, however, it also slowed the vehicle down and decreased the visibility out the rear-view mirror.

The engine was a V8 borrowed from the Ford Mustang and the 5-speed transaxle was that of the Ford GT40. The design of the car was intended to be simple. The reasoning was to mass-produce these easy-to-assemble cars. An ambitious goal of 5,000 vehicles a year was set. Ford aided with some of the financing. Their part of the deal was to retain distribution rights in the US while DeTomaso could have the European market. Ford was the first to back out, after energy crises were becoming more common in the 1970's, coupled with the poor build quality of the vehicle. DeTomaso continued but in limited production.

by Dan Vaughan

The Pantera is DeTomaso's most significant production car to date and lived an overall production life of nearly 25 years. It is the model which most people identify with DeTomaso and completed the company's transition to a volume producer of high performance GTs. In describing the Pantera's career, especially from a U.S. perspective, it is easiest to view it in three separate stages: the Ford importation era (1971-1974), the post-Ford era (1975-1990) and the final iteration (1991-1994), as these last Panteras were substantially different than all prior machines.

In the late 1960s, Ford was in need of a high-performance GT to combat the likes of Ferrari and Corvette and assist in generating additional dealership traffic for its mainstream product lines. DeTomaso Automobili was relying on Ford for engines used in the Mangusta and had purchased the Ghia design and coach-building concern. After Ford's failed attempt to purchase Ferrari, the Ford-DeTomaso marriage seemed quite natural, so a business/purchase arrangement was consummated and work began on new mid-engined GT. It would be marketed in the U.S. by Ford's Lincoln-Mercury division.

Ghia stylist Tom Tjaarda styled the new machine, and Giam Paolo Dallara was engaged for chassis and production design. The Pantera's layout differed from the Mangusta in several fashions. First, it was conceived with a full monocoque chassis layout, as opposed to the prior car's spine chassis design. Secondly, it to be built around Ford's then-new 5.7 liter (351 cubic-inch) 'Cleveland' V-8. This engine featured deep-breathing heads patterned after the very successful Boss 302 design, 4-barrel carburetion, and 4-bolt main bearing caps. The new V-8 was mated to a ZF fully synchronized 5-speed transaxle with limited-slip, and rated at 310 horsepower (SAE Gross, 1971 trim).

All of the expected race-inspired componentry is present: fully independent suspension with upper and lower A-Arms, coil-over shock absorbers, front and rear sway bars, 4-wheel power disc brakes, cast magnesium wheels by Campagnolo and rack-and-pinion steering. The front compartment houses the brake booster, master cylinder, battery, and tool kit; the rear trunk unit, easily removable for engine access, holds a considerable amount of luggage. The interior features an aggressive cockpit design, full instrumentation, factory air conditioning, and power windows. 1971 and 1972 cars carried chrome bumperettes front and rear.

In late 1972, the 'L' model was introduced, which features black safety bumpers front and rear, improved cooling and air conditioning systems, and other enhancements. For 1973, the 'L' model continued with a revised dashboard and instrument layout. The last Panteras constructed for the US market were built in late 1974 and included approximately 150 GTS models. The GTS featured fender flares and additional blackout paint trim. European versions received larger wheels, tires and other performance-minded enhancements.

The first Panteras were marketed at 'Around $10,000' as the advertisements would say: the final 1974 units carried prices approximately $12,600.