1971 DeTomaso Pantera

Ferrari was defeated by Henry Ford II in international GT-class racing with the Ford-powered Shelby Daytona Coupes capturing the World Manufacturer's Championship for 1965. The Ford GT40s swept the top three places at Le Mans in 1966 along with numerous other accolades in the years that followed. However, Ford did not have a street-legal, mid-engine supercar to sell to an eager public; a problem that was later resolved with the introduction of the Pantera.

Alejandro de Tomaso was the son of an Argentinian government official. His passions and interests were more focused on motor racing than managing the fortune the family had accumulated, so he fled to Italy during the overthrow of the Péron government in 1955. During his racing career, he raced OSCA cars for the Maserati brothers, then formed his own company, DeTomaso Automobili SpA, in 1959. He built six Formula One cars in 1961, two with OSCA engines. His first road-going car was a mid-engine Ghia-bodied two-seater with Ford Cortina power, called the Vallelunga Coupe. Approximately fifty examples were built, along with a single spyder version, but its pressed-steel chassis proved problematic.

Alejandro married an American named Isabelle Haskell, heiress to an electrical components company in New Jersey. With plenty of financial resources, de Tomaso acquired Ghia. In 1969, he further developed the Vallelunga into the Mangusta (mongoose - an animal that can kill cobras, a nod to Mr. Carroll Shelby). It was essentially a racer for the street based on the Ford 70P racing car. The Mangusta had a Ford 302 cubic-inch V8 engine, ZF 5-speed transaxle, backbone chassis, Girling disc brakes, and a limited-slip differential. The mid-engine coupe wore a design by Giorgetto Giugiaro, then working at Ghia. The design was one that had been created for Renzo Rivolta's Iso marque but had been previously rejected. Between 1967 and 1970, approximately 300 examples were built with many being imported to the United States by Kjell Qvale of San Francisco.

During this time, de Tomaso had built a relationship with the Ford Motor Company, which proved instrumental in the next automotive venture, the Pantera. (Panther) For the Pantera, de Tomaso gave it a unitized body, and the larger 351 CID V8 developing 330 horsepower and giving it a 160 mph top speed.

The Pantera was penned by Tom Tjaarda, son of Lincoln-Zephyr designer John Tjaarda, then working at Ghia. Vignale performed the construction, also a de Tomaso company. It had a low, wedge-shaped design with a pointed nose and disappearing headlamps. Luggage space was available in both the front and rear.

The resulting De Tomaso Pantera was constructed in Italy and sold largely through Lincoln-Mercury dealers in the United States with a full factory warranty. It combined American-style comforts - including air conditioning and power windows, a 351 Cleveland V8 engine, and European performance features as rack-and-pinion steering, power-assisted four-wheel disc brakes, and a ZF transaxle.

DeTomaso introduced the Pantera in a public debut in Modena during March 1970 and was presented to the American public at the 1970 New York Motor Show just a few weeks later.

The first of several upgrades occurred in 1972 with the introduction of the 'L' model, which had 'impact resistant' bumpers and improved cooling and air conditioning systems. The GTS model of 1974 was distinguished by flared wheel arches, which in European trim came with a 350 horsepower engine, larger wheels and tires, and other performance upgrades. Around the same time, the GT/4 was introduced, a development of the Group 4 competition cars of 1972 and 1973. In 1980, the Pantera received its first major revision to its body style, with the introduction of the GT5 which, with its deep front air dam and delta-wing rear spoiler, was among the earliest examples to utilize these aerodynamic devices in a passenger car design. Introduced in 1985, the GTS5 had revised bodywork and significant upgrades to its interior. Bertone's Marcello Gandini, the stylist of Lamborghini's Miura and Countach, completely redesigned the Pantera in 1990.

In 1973, due to emissions regulations, the Pantera's power decreased. New bumpers required for U.S. DOT certification added nine inches and 50 pounds to the car. In 1974, U.S. imports were halted, but cars were available at retail well into 1975 as production continued in Italy. The Pantera later used engines from Australia, and it was briefly re-introduced to the United States in 1981, through an independent importer.

In 1973, Ford acquired Ghia from de Tomaso and two years later de Tomaso took over Maserati. Maserati was sold to Fiat in 1993, the year Alejandro de Tomaso suffered a stroke and retired from the business. He lived another decade, passing away in 2003.

Production of the Pantera, the world's longest-running supercar, came to an end in 1993.

by Dan Vaughan

Coupe

The De Tomaso Pantera (Italian for Panther) followed the company's Mangusta model. It had styling by Tom Tjaarda of Ghia and was built by De Tomaso in Modena, Italy and marketed by Lincoln-Mercury largely in the United States. Alejandro de Tomaso owned Ghia from 1967, then sold his interest to Ford Motor Company in 1970. Ghia then became Ford's top-line styling marquee. Final Pantera production tallied 7,260 vehicles spanning twenty-one years from its first showing in March of 1970.

Initially, it was priced at $9,800 and powered by Ford's 351 cubic-inch Cleveland V8 producing 330 horsepower. With a strong monocoque chassis of steel, this 2-place sports car beckoned to be driven and could race from zero-to-sixty mph in about 5.5 seconds with excellent stopping power from 4-wheel disc brakes and performance rated tires on Campagnolo aluminum wheels. Initial difficulties meeting US import regulations required modifications of the first several hundred by Holman-Moody in Charlotte, NC, but once released, Pantera became the feature of Lincoln-Mercury showrooms.

Further fit, finish, and corrosion problems followed, and Ford Motor Co. dropped the line in 1975 after about 5,500 were sold in the US. Initially with chrome plated bumpers, the later Pantera L of 1972 (L for luxury) was fitted with large black bumpers and a lower powered engine. That model was followed by the Pantera GTS of 1974 with additional luxury and performance features with a return to higher output.

This particular example had just 26,000 miles on the odometer.

Coupe
Chassis number: THPNLS01992
Engine number: 87400928

Alejandro De Tomaso commissioned Lamborghini designer Gianpaolo Dallara to produce the chassis for his new mid-engined supercar, the Pantera. The Pantera was given unitary construction for the steel chassis/body, and powered by a Ford 351 CID Cleveland V8 engine (depending on the destination market). The styling was handled by Tom Tjaarda at Carrozzeria Ghia and with construction handled by Vignale -both companies being part of DeTomaso's empire in the early 1970s. DeTomaso had a long-standing relationship with the Ford Motor Company which allowed the Pantera to be distributed through select Lincoln-Mercury dealerships in the USA.

For 1972, in order to comply with stricter emissions regulations, the DeTomaso received a lower compression, 248 horsepower Cleveland motor. The 'L' model of 1972 also received 'impact resistant' bumpers and improved cooling and air conditioning systems. In 1974, the GTS models were given flared wheel arches and in European trim, came with a 350 horsepower engine, larger wheels/tires and other performance enhancements. Introduced at approximately the same time was the GT/4, a development of the Group 4 competition cars of 1972/73. In 1974, Ford and DeTomaso parted ways due to the energy crises. DeTomaso continued to sell the Pantera in Europe for many years; it was still around in the 1990s having undergone a series of upgrades.

In 1980, the Pantera received its first major revision to its body, with the introduction of the GT5. It had a deep front air dam and delta-wing rear spoiler. The GTS5 was introduced in 1985, and incorporated further revisions to the bodywork and upgrades to its interior.

Bertone's Marcello Gandini, the stylist of Lamborghini's Miura and Countach, completely redesigned the Pantera in 1990, creating a virtually new model. Production of the Pantera continued until 1993.

This particular example is a Pre-L model that was built in July of 1971. It was delivered new to its selling dealer, Lee Douglass Lincoln-Mercury in Mechanicsburg, Pennsylvania on April 5th, 1972. It was soon sold to its first owner, a Mr. Leonard L. Seruka of Emmaus, PA on May 13th, 1972. It was later traded in to Pfeiffer Lincoln-Mercury in Grand Rapids, Michigan on August, 7th, 1980, showing a mere 9,199 miles from new. Its next owner was a Texas collector who had the car for a short time before selling it to the 3rd owner, Mr. Jim LaBar from Stuart, Florida. Mr. LaBar would retain the car for approximately 35 years; at some point in his ownership, the car was given a high-quality paint job.

This Pantera is one of 87 examples ever made in the color of Lime Green (paint code #6) and is 1 of only 743 Pre-L models ever produced in 1971.

The odometer currently shows 11,600 miles. The car is mostly original except for a few upgrades includign a Momo steering wheel, Holley carburetor, and factory GTS wheels.

by Dan Vaughan

Coupe
Chassis number: THPNLE01423

This 1971 De Tomaso Pantera was restored in the early 1990s. In total, over 820 hours of labor and $61,000 were spent on the restoration. It is finished in light gold with tan leather interior. It is fitted with the large 351 cubic-inch Ford 'Cleveland' V8 which produces 330 horsepower. The Pantera's were capable of a top speed of 160 mph.

The Pantera was a very important car as they helped establish de Tomaso's presence in the American marketplace. The body was styled by Tom Tjaarda, son of Lincoln-Zephyr designer John Tjaarda, then working at Ghia. Vignale was tasked with performing the actual construction. The cars were given a wedge-shaped form with a pointed nose and disappearing headlamps. It is not fully known on how many examples were produced; Lincoln-Mercury claims to have sold more than 6,000 examples at a price around $9,000 at port of entry.

This example was offered for sale at the 'Quail Lodge, A Sale of Exceptional Motorcars and Automobilia' where it was sold for $58,500 inclusive of buyer's premium.

by Dan Vaughan

Coupe

This car retains its original color, called 'Lime', and it was only available on the 1971 Pantera. Only 87 cars were painted this color, and very few have survived in this original color. This car is in mostly original, partially restored condition, and is still in the hands of the original owner.

Coupe
Chassis number: THPNLJ02150

Lamborghini designer Gianpaolo Dallara was commissioned by Allesandro De Tomaso to produce the chassis for his new mid-engined supercar, the Pantera. By this point in history, the DeTomaso Mangusta coupe had helped establish the company and earned it a reputation as a serious automobile manufacturer. In similar fashion to the Mangusta, the Pantera relied on Ford V8 power. The 351 cubic-inch engine varied in output depending on configuration and the destination market. In European trim, it came with 330 horsepower, or 350 horsepower as installed in the Pantera GTS. Most Panteras received automatic transmission, though the GTS was available with a ZF five-speed manual gearbox. The coup bodywork was the styling work of Tom Tjaarda at Carrozzeria Ghia. The coachwork was built by Vignale - both Vignale and Ghia were part of the DeTomaso empire in the early 1970s.

This particular DeTomaso Pantera is a highly original, low mileage example that was built in September of 1971 in De Tomaso's Modena factory. It was delivered new in Nebraska and spent much of its life in California. It had left the factory with many features including air conditioning, magnesium sport wheels, yellow paint, power windows, tinted glass, full instrumentation and a 351-4V engine. Currently it has 8,000 miles on its odometer.

by Dan Vaughan

Coupe

Elvis Presley, who had a passion for both guns and cars, shot this Pantera with his personal firearm during a temperamental outburst when he lost patience because the car would not start. The two bullet holes on the steering wheel rim and one in the floor pan were never repaired and today serve as reminders of his occasional fits of rage. Elvis bought this Pantera for $2,400 in 1974 for his girlfriend, actress Linda Thompson. Although its mid-engine configuration qualified it for 'exotic car' status, the De Tomaso Pantera cost less than a comparable Ferrari or Lamborghini because of its relatively inexpensive, but still potent Ford engine.

Collection of Margie and Robert E. Petersen

by Peterson Museum

Coupe

This car was built in September of 1971 and shipped to the United States from Modena, Italy. Acquired by its current owner from its long-term previous owner in 2012, it was mechanically refreshed by Dennis Quella of Pantera Performance. This car is equipped with the same ZF split rear transaxle as in the GT40 race car. It also has a Boss 351 sold lifter race engine, ordered from the factory in this configuration.

by Dan Vaughan

Coupe

This 1971 DeTomaso Pantera marks the first year of production for the model. Ford provided 351 Cleveland V8 engines and assisted De Tomaso in the final development of the Pantera, which was sold in Lincoln-Mercury dealers through 1974. There were approximately 7,150 Panteras built over a production run that lasted 23 years. This car was delivered new to North Carolina, where it remained with its first owner for nearly three decades. A subsequent owner undertook a repaint around 1990, and while following years have seen most mechanical systems rebuilt for reliability, it has never undergone a complete restoration. The car is regularly used on road rallies and local drives.

Coupe
Chassis number: THPNLM02259

This DeTomaso Pantera was acquired by its second owner, Robert Fiander, in 1977 with 26,250 miles on the odometer. Currently, the car has just 30,000 miles. It spent time in long term storage before receiving a mechanical reconditioning, with the motor being pulled from the block and cleaned, the heads resurfaced, and new cam bearings installed. The transmission received a new clutch and pressure plate along with a replacement of all the coolant transfer tubes in stainless steel. The cooling system additionally received a cleaning and test and the electrical system was checked and put back in working order.

The 351 cubic-inch OHV Ford V8 engine has a single 4-barrel Autolite carburetor that helps produce 310 horsepower. There is a five-speed manual transaxle, an independent suspension, and four-wheel disc brakes.

by Dan Vaughan

Coupe
Chassis number: THPNLE01379

The early De Tomaso Pantera were all completed at the Vignale coachworks. These versions were recognized by their round pushbutton door latches, with a handgrip molded into the body behind the door. These nearly hand-built Panteras featured numerous other detail differences from subsequent full production models, which utilized more evolved mass-production techniques.

These early 'pushbutton' Panteras are known as the 'Pulsante' Pantera. This particular example is currently in the care of its original owner. It wears its original Grigio exterior, and soon after its purchase, the car was brought to Holman Moody, the well-known racing shop in Charlotte, North Carolina, where it was fitted with a Holley 700 carburetor, Mallory ignition, special valve covers, and a chrome oil breather.

The Pantera currently has 12,706 miles on its odometer and remains in complete and original condition. It rides on Campagnolo magnesium wheels, with the De Tomaso 'T' on each lug nut. There are De Tomaso (not Ford) emblems and handmade bumpers.

by Dan Vaughan

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.