Pantera models-The de Tomaso Pantera Models

Cosmetically, the model was fitted with larger wheels, flared arches and black trim with GTS badging. The Group 3 and Group 4 race cars were developed and assembled in this same time period, December to March A fixed number of Group 4 race cars were built to compete in the season of the World Endurance Racing Series. The first wide body Pantera road car, the GT4, was an off-shoot of the Group 4 race car program, with only a handful ever built. The Group 3 race car was made available from the factory on special order from through

Starting with car, models were imported into the United States by Ford. What they wanted was Pantera models car that would completely upstage the Corvette and anything else GM could make. Mode,s are looking Pantera models signs of gentle wear Pangera careless use. In AprilDe Tomaso began a project to build off-road vehicles in a new factory in Calabria in partnership with the Russian company UAZbut this too floundered. Retrieved

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Automotive journalist job. Wikimedia Commons has media related to De Tomaso Pantera. Main article: Innocenti. Remove the tray for easy access to the mechanical bits underneath. Thursday 17th. Brown Puma Strawberry is a curvy black beauty Black model Nina is feeling frisky The engine was mated to a ZF 5-speed close ratio manual transmission with a heavy duty single clutch plate. The problems of the car then began to become apparent. Due to an Pantera models in at the Pantera models circuit, reinforced hubs developed by De Tomaso for the Group 3 car were approved in Group 3. Naomi Kiss 6. Black model Julie is feeling oh A deal was struck wherein De Tomaso would produce a mid-engine, Ford-powered coupe, which Ford would then bring to the U. New Government regulations modeps deTomaso and Ford to install large black impact bumpers on the front and rear of Pantera models car.

It was founded by the Argentine-born Alejandro de Tomaso — in Modena in

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  • It was founded by the Argentine-born Alejandro de Tomaso — in Modena in
  • With a production life spanning two decades, the Pantera Italian for panther managed to transform De Tomaso from an eccentric, niche make, to a full-fledged high-volume supercar producer.
  • The De Tomaso Pantera is a mid-engine sports car produced by Italian automobile manufacturer De Tomaso from to
  • The Pantera was a mid-engined sports car produced by the De Tomaso car company of Italy from to , the last one being delivered to a customer in
  • Starting with car , , models were imported into the United States by Ford.

The De Tomaso Pantera is a mid-engine sports car produced by Italian automobile manufacturer De Tomaso from to Unlike the Mangusta, which employed a steel backbone chassis, the Pantera's chassis was of a steel monocoque design, the first instance of De Tomaso using this construction technique. The Pantera logo included a T-shaped symbol that was the brand used by De Tomaso's Argentinian cattle ranching ancestors, [5] as well as a version of the Argentinean flag turned on its side, inspired by the company's founder, Alejandro De Tomaso, having been born and raised in Argentina.

The first Pantera models were powered by a 5. The high torque provided by the Ford engine reduced the need for excessive gear changing at low speeds: this made the car much less demanding to drive in urban conditions than many of the locally built offerings. The ZF transaxle used in the Mangusta was also used for the Pantera: a passenger in an early Pantera recorded that the mechanical noises emanating from the transaxle were more intrusive than the well restrained engine noise.

In the summer of , a visitor to the De Tomaso plant at Modena identified two different types of Pantera awaiting shipment, being respectively the European and American versions. The last car was delivered to a customer in Late in , Ford began importing the Pantera for the American market to be sold through its Lincoln Mercury dealers. The first 75 cars were simply European imports and are known for their "push-button" door handles and hand-built Carrozzeria Vignale bodies.

A total of 1, cars reached the United States that year. As with most Italian cars of the day, rust-proofing was minimal and the quality of fit and finish on these early models was poor with large amounts of body solder being used to cover body panel flaws. Subsequently, Ford increased their involvement in the production of the later cars with the introduction of precision stampings for body panels which resulted in improved overall quality.

Several modifications were made to the Pantera for the model year. A new 5. Many other engine changes were made, including the use of a factory exhaust header. The "L" model featured many factory upgrades and updates that fixed most of the problems and issues the earlier cars experienced. During the dashboard was changed, deviating from two separate pods for the gauges to a unified unit with the dials angled towards the driver.

The U. Ford stopped importing the Pantera to the US in , having sold around 5, cars. De Tomaso continued to build the car in ever-escalating forms of performance and luxury for almost two decades for sale in the rest of the world. A small number of cars were imported to the US by gray market importers in the s, notably Panteramerica and AmeriSport. After , Ford discontinued the Cleveland engine, but production continued in Australia until De Tomaso started sourcing their engines from Australia once the American supplies stopped.

According to De Tomaso the chassis was completely revised in , beginning with chassis number Although the factory has not made its records available, an analysis based on Vehicle Identification Numbers by the Pantera Owners Club of America POCA late model series registrar has shown that fewer than GT5 Pantera models were likely to have been built.

The GT5-S featured single piece flared steel fenders instead of the GT5's bolted-on fiberglass flares, and a smaller steel front air dam. The 'S' in the GT5-S name stood for "steel". Concurrent GTS production continued, on a custom order and very limited basis, until the late s. The car continued to use a Ford V8 engine, although in , when the supply of Ford Cleveland engines from Australia ran out, De Tomaso began installing Ford Windsor engines in the Pantera instead.

In all, about 7, cars in total were built. The new model was called the Pantera 90 Si and it was introduced in Some sources state that 41 were built with the last one not finished until , of which four were targa models. The targas were converted by Pavesi directly off the production lines.

In the UK, the model was sold as Pantera De Tomaso offered a Pantera competition car built to special order according to the Group 3 class racing rules between and based on the Pantera GTS. Group 3 rules were very strict and allowed little modifications to the original road going production cars. Earlier Group 3 cars are infamously called "push button" chassis cars as they were built by hand because De Tomaso didn't had a proper assembly line when the Pantera began production.

Special equipment of the Group 3 cars included Campagnolo wheels 15 x 8 inches at the front and 15 x 10 inches at the rear , adjustable Koni shocks, racing brakes and special safety equipment required at the time: plexi-glass windows with cutouts, a roll bar, fire extinguisher and racing bucket seats.

The engine modifications included a reinforced camshaft, a litre oil pan and a Holley racing 4 barrel carburetor.

Displacement of the engine was also enlarged to 5. The engine was mated to a 5-speed close ratio gearbox with a heavy duty single plate clutch and a limited slip differential. The use of racing brakes for the Pantera Group 3 was not allowed until and the car competed with the brakes of the road legal Pantera which proved to be its weak point. Due to an accident in at the Charade circuit, reinforced hubs developed by De Tomaso for the Group 3 car were approved in Group 3.

After the Pantera had begun production, De Tomaso introduced a motorsport oriented Group 3 version of the car. This was followed by a modified Group 4 version in British engineer and driver Mike Parkes, who had previously developed racing cars for Ferrari was tasked with the development of the new car.

As per the regulations, the Group 4 car was based around the road car's steel monocoque chassis. The double wishbone suspension was substantially modified and Koni adjustable shocks were used in order to improve handling at the track and make room for wider Campagnolo wheels and tyres. Bigger ventilated brakes supplied by Girling and a quick ratio steering rack were used to refine handling and stopping power.

The standard steel body shell of the Pantera also received modifications such as aluminium doors, front lid and engine cover along with flared fibre glass wheel arches in order to accommodate the wide wheels and tyres. Plexi glass windows were used throughout and holes were cut into the chassis where possible in order to reduce weight. The car had no front or rear bumpers and a front deep chin spoiler.

It also didn't had any rustproofing and interior amenities. The interior was fitted with a cut-off switch instead of a radio, light weight cloth bucket racing seats, a vinyl trim, a roll-cage and drilled aluminium pedals. Ford, providing a good amount of financial backing in the development of the road going Pantera had little interest in the motorsport version of the car and refused to supply engines for the Group 4 Pantera. Based on the same Ford Cleveland V8 engine used in the road going Pantera, the engine in the Group 4 Pantera was fitted with bespoke aluminium heads, TRW forged pistons, large capacity oil pans and titanium valves.

Initially, a single Holley Racing CFM four barrel carburetor was fitted but this was replaced by four Weber carburetors and a revised intake. The engine had a higher compression ratio of Displacement of the racing engine was unchanged from road going Pantera's engine. The "spaghetti" styled exhaust system similar to the one used in the Ford GT40 was used.

The engine was mated to a ZF 5-speed close ratio manual transmission with a heavy duty single clutch plate. The problems of the car then began to become apparent. This was set reportedly high due to Porsche 's influence over the governing body of the race.

Another problem of the car was the rigidity of its chassis. Nevertheless, the car continued to compete in Group 4 and the engine problem was addressed by sourcing replacement engines with a lower compression ratio. A total of 14 Group 4 cars were made. Some Group 3 cars were modified to Group 4 specifications by privateers. The Group 5 Pantera race cars were converted by private racing teams from Group 4 and Group 3 cars and competed in Group 5 class racing from to The Group 5 cars only had wider body panels and no significant design, mechanical and chassis modifications.

The first car having chassis number was constructed from a new chassis by Italian racing team Sala and Marveti. The second car, having chassis number was a Group 4 car campaigned by Hugh Kleinpeter in the US and then underwent modification. Both cars were uncompetetive in their categories. From Wikipedia, the free encyclopedia. Mid-engine sports car manufactured by Italian automobile manufacturer De Tomaso from — This article is about the Pantera sports car. For other uses of the name "Pantera", see Pantera disambiguation.

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Concurrent GTS production continued, on a custom order and very limited basis, until the late s. Ebony model Megan takes off her The engine was mated to a ZF 5-speed close ratio manual transmission with a heavy duty single clutch plate. Both cars were uncompetetive in their categories. Between and , De Tomaso also held Maserati as a fully owned subsidiary. Armoni Monie is wearing the De Tomaso Deauville.

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All De Tomaso Models: List of De Tomaso Cars & Vehicles {#nodes}

The founder of De Tomaso, Alejandro de Tomaso, was an Argentinian motor enthusiast who left his native land for Italy at the age of Some say he was escaping from the oppressive political atmosphere prevalent in Argentina at the time, and that may well have been part of his motivation — but his passion for sports cars and motor racing were driving forces behind his move to one of the epicenters of motorsport, Italy.

De Tomaso wanted to race with Maserati, but the Maserati brothers had sold the company that bore their name to a gentleman named Adolfo Orsi and his family interests in The brothers continued to work at the company on a ten year contract and, after the Second World War when their contracts expired in , they left, and three brothers; Ernesto, Ettore and Bindo, formed their own new company called O.

It was to O. He drove for O. He first tried his hand at building Formula 1, 2, and 3 cars but without success, so he stopped building them in His first production road car was the Vallelunga which appeared in The Vallelunga featured a backbone chassis and was powered by a tweaked British Ford Cortina engine.

It was somewhat like a four cylinder mid-engine Lotus in size, design and performance. The Vallelunga was not a supercar however: it was similar in performance to the O. Above — De Tomaso Vallelunga. The second De Tomaso car was a different kettle of fish altogether.

Named Mangusta, after the mongoose, an animal known to fearlessly tackle and kill a Cobra, this car was indeed a Shelby Cobra killer. The Mangusta was powered by a cu. Ford V8 engine for world markets, or a cu. It not only looked like a supercar, it performed like one, and it remained in production until with approximately being made.

Above — De Tomaso Mangusta. By this stage De Tomaso had attained the status of a small scale exotic car builder, but what was to happen next was to significantly increase their production capacity by working in cooperation with Ford.

Ford also bought interests in the Ghia design house, and in Vignale. What they wanted was a car that would completely upstage the Corvette and anything else GM could make. The result of this thinking was the creation of a car that used a steel unibody body rather than the more exotic backbone chassis of the previous cars, and that was powered by a suitable Ford V8 engine mated to a production ZF transaxle. This was to be the Pantera Italian for Panther. The model shown was a hand-built show car and not completely as the later production cars were to be.

For the production cars the seats were changed to more conventional units. These early cars were not constructed at the quality level one might expect from Aston Martin or Porsche. Specialist Italian cars of the sixties and seventies were not known for high standards of quality control in the bodywork, and rust-proofing tended not to be done well, if it was done at all.

Buyers of such cars who intended to keep them commonly had improvements done, especially rust proofing and upgrades to the interior. As the early Panteras arrived on the showroom floors of Lincoln-Mercury dealerships the quality control problems were quickly noticed, not least of which was the presence of significant amounts of body-solder used to fill defects in body-panels.

Ford realized they needed to step in to rectify the problems and so they became involved in Pantera production, especially with regard to ensuring top quality precision pressed body panels.

The car presented other issues, not least of which was the interior design which required a significant offset of the pedals, made necessary because of the space needed for the fully independent front suspension. People taller than that would need to modify their cars with custom seats and other tweaks. Notwithstanding all these things, within the first year of production the teething problems of the car were largely resolved.

The interior had some well thought-out features such as the center console instruments being angled towards the driver to ensure a clear view, and the superb gated transmission for completely positive shifting.

In its favor however the car had a number of luxury features such as electric windows, which were very much a novelty back then, air conditioning, and an audible open door buzzer. The price of the car was around was about half that of a comparable Ferrari or Lamborghini. That car is on display at the Gracelands Museum complete with a bullet hole in the steering wheel. The story, according to George Klein, is that the Pantera had broken down whilst Elvis had been driving in Memphis and it had to be towed back to his house.

With the car in the driveway as Elvis was relating the breakdown story to George he pulled out a gun and shot the car for not running right — strangely enough after the car was shot it started up and ran just fine. Above — De Tomaso Pantera Interior. The standard Pantera for world markets other than the US were fitted with a cu. The transmission was the same 5 speed ZF transaxle as had been used on the Mangusta.

Brakes were discs all around with servo assistance. Steering was by rack and pinion, the sort of thing one expects on a quality sports car. The car could accelerate from standing to 60mph in 5.

Reports on the early production cars state that the noise from the ZF transaxle was intrusive, and this is one of the defects that was attended to as the early model was subjected to trouble-shooting and improvement. In a GTS version was introduced with a high compression version of the cu. Ford Cleveland V8 engine with solid lifters for non-US markets. This car was fitted with wider wheels and riveted on wheel arch extensions which gave it a more businesslike competition car look.

Cleveland V8, De Tomaso began sourcing their engines from Ford Australia who continued to make the engine up until The Australian made engines were sent to Switzerland for tuning and were available in a range of power outputs up to hp.

The GTS remained in production until The first 75 US Panteras were largely the same as their world market counterparts. The principle differences were the larger rear lights on the US version and provision of corner marker lamps. The power plant was the same cu. The transaxle was the standard 5 speed ZF unit which had been used in the Mangusta and was also used in the Maserati Bora.

The doors feature the European press-button release. In US models were required to meet new emissions standards. This necessitated a change of engine and reduction in the compression ratio from to 8. The new engine was the Ford Cleveland, with the same cu. Efforts to maintain the power and torque of the engine did not stop there and the new engine was also fitted with a dual points distributor and an exhaust header to tune the exhaust.

The Ford Cleveland engine factory had been the maker of the early Lincoln V8 engine and was a natural fit for a performance car being distributed and serviced through Lincoln-Mercury dealerships. The intention of the new bumpers were both to satisfy low speed collision damage requirements and to provide a spoiler effect at the front to reduce lift at speed.

Later models would see a much more effective front air-dam fitted. The interior was also improved, seats became more luxurious, and overall the car became the Porsche killer it had been designed to be. In the main instruments in front of the driver were brought together and angled towards the driver, to ensure they were more easily readable: this improved the visibility of the tachometer and speedometer significantly.

The Pantera had matured into a very desirable GT that could hold its own with the best in the world. Ford ceased importing the Pantera in and stopped distributing them through the Lincoln-Mercury dealership network, having sold approximately 5, cars.

Ford had already ceased US production of the Cleveland V8 engine, however Ford Australia continued to manufacture it so De Tomaso were able to continue to source the engines from there.

From that cu. In De Tomaso revised the design of the Pantera chassis, with cars built on the new revised design beginning from chassis number 9, That year De Tomaso introduced a new model of the Pantera that incorporated both the chassis improvements and a significantly revised body design.

Engine power was slightly increased to bhp 6,rpm despite the compression ratio being 9. Overall performance remained the same with standing to 60mph time of 5. These cars were also equipped with luxurious interiors to make them a significantly more up-market automobile than their more humbly equipped predecessors.

Although exact information is not known it is believed that less than GT5 Panteras were built and less than GT5-S. With the supply of the cu. Cleveland V8 ending De Tomaso had to change to a different engine, so they began installing the Ford Windsor instead.

For The Pantera was given a face-lift by Marcello Gandini the designer of the Lamborghini Muira , chassis revision, and new engine: the cu. The intention of the car was to be a stylish GT with excellent creature comforts. In a sense the car was reflective of a maturing of design: gone were the riveted on wheel arch extensions and competition car feel, to be replaced with refinement and style.

The lines of the Pantera 90 Si were flowing, with the front air-dam and rear spoiler integrated with the lines of the car. But a great deal of re-design work went into the new model to the extent that it is almost, but not quite a new car.

The front suspension re-design improved the driving position and allowed for more room for taller drivers. The suspension re-design included the use of oval tubing rather than flat pressings for the wishbones, and brakes featured four pot Brembo calipers grabbing onto ventilated and drilled discs to bring the gorgeous four wheeled projectile to a tidy stop. There was also a new tubular rear sub-frame with three spreader bars where the older cars had one. There were 41 Pantera 90 Si produced Chassis numbers but only 38 were sold to customers.

Two cars were subjected to crash testing whilst one was kept in the De Tomaso Museum in Modena. Four of the Pantera 90 Si were sent directly from the factory to coach-builder Carozzaria Pavesi of Milan to be converted to Targa roof. The targa roof is stored neatly in the rear boot lid and is easy to attach when needed. Most of the Pantera 90 Si were fitted with the same 5 speed ZF transaxle as had been used for the Pantera throughout its production, however two cars were fitted with 6 speed Getrag boxes on special order.

The Pantera 90 Si were made from until they were officially phased out in One car was apparently not completed until The absolute essential in buying a De Tomaso Pantera is getting one with a straight and rust-free body. The car has a monocoque body and so the bodywork is structural: rust in the bodywork means a compromised structure.

The Pantera is a performance car and structural weakness in a car such as this is about as acceptable as structural weakness in an aircraft. So, unless you are budgeting for a full restoration then patiently seeking out a rust free car is something you should not compromise on.

The budget for a restoration is something you need a good quotation for if you are contemplating it. Expect that it will cost much more than you estimate yourself.