About the Marque

It has been said that De Tomaso's production models "range from merely handsome to downright stunning," and have been called "practical exotics" (especially the Pantera).

Alejandro de Tomaso is truly an interesting personality. During the last decade he continually made headline news as he bought and sold car factories in the same way a used car dealer buys and sells Chevrolets. He juggled several companies and continued to enlarge his empire from 1966 until 1976. Beginning about 1986 some turmoil occurred, culminating in his selling half of Maserati and Innocenti to Fiat in 1989. Such are the many peaks and valleys in the career of a business tycoon. De Tomaso was born (a twin) July 10, 1928, in Buenos Aires and kept his Argentine citizenship even though he has lived in Europe for more than 35 years. His grandfather originally emigrated from the South of Italy. Alejandro's father was born in Argentina in 1894. He studied medicine and law. He was Minister of Agriculture and on his way to becoming President of Argentina when he died in 1933 at the early age of 39.

Alejandro's mother came from a wealthy family of Spanish origin and descended from a Viceroy of Argentina in 1570. Her name was Ceballos, and an avenue in Buenos Aires still carries that name.

Alejandro left school at the age of 15 and went to work on one of the many estates his mother owned. He returned to the city after the war, where he and some friends started a political newspaper called "Clarin" to oppose President Peron and his government. Eventually he was arrested and forced to return to the countryside. In 1955 he returned to Buenos Aires to take part in an attempt to overthrow the Peron regime, but when this failed, he was forced to leave the country (and politics) for good.

From an early age, racing and racing cars possessed de Tomaso. In 1945 he drove his first race in a modified Bugatti Type 35. He started in club races, but in 1954 he was offered a chance to co-drive a Maserati in the 1000-km race of Buenos Aires. One year later he managed to win his class in this important race, together with Reyes in a new 2-liter Maserati A6GCS.

In 1955 he found a job as a test driver for OSCA (founded by the Maserati brothers), in Bologna, Italy. The Maserati factory did not need his help, but it was there that he met a tall American blond, Elizabeth Haskell, granddaughter of William C. Durant, one of the founders of General Motors. Elizabeth had made a name for herself racing MGs and Siatas in SCCA races and had traveled to Modena to look for a new Maserati sports car. She bought a 150S and found a husband at the same time! Driving Elizabeth's car, de Tomaso and Tommasi finished fourth in the 1956 1000 km race of Buenos Aires. In 1956 De Tomaso married Elizabeth (who took the Italian version of her name, Isabelle). They competed together in the 12 hours race at Sebring, but went out after one hour with a broken gearbox.

In 1957 the de Tomasos arrived in Buenos Aires to compete in the 1000-km race with a new OSCA. They won the 1500 cc class in such a way that the British magazine "AUTOCAR" reported: " A most significant performance was that of the 1.5-liter OSCA, which finished ten laps behind the winner (Gregory-Perdisa-Castelotti-Musso in a 3.5-liter Ferrari), although it stopped many times towards the end; at its full performance it could probably have caught the Bonomi-Piotti 3.5-liter Maserati. The little OSCA, driven by two relatively inexperienced drivers, buzzed happily 'round the track for hours on end, frequently sailing past much larger cars".

For 1957, de Tomaso drove a new OSCA in the three-hour race at Spa-Francorchamps. The car had a new experimental engine with desmodromic valves which were not very reliable at the time. It blew up when de Tomaso was leading the race, but Isabelle finished second in her class driving a Lotus.

The 1958 season opened again with the 1,000-km race of Buenos Aires. Collins and Hill in a Ferrari won the event and the De Tomasos were sidelined with a broken rear axle. In the twelve-hour race at Sebring, they won the Index of Performance when their 750 cc OSCA, finishing eighth overall behind some Ferraris, Porsches and Lotus. The winners of that race were again, Collins and Hill in the Ferrari.

For the 1958 24-hour race at Le Mans, De Tomaso had chosen Colin Davis as his co-pilot. The duo drove the little OSCA to an 11th place and captured the Index of Performance. The 750-cc car had driven twenty-four hours with an average speed of more than 140 km/h covering 3,366 km.

In 1958 de Tomaso built his first car. Technically it was an interesting design with the 750 cc OSCA engine mounted in front of the rear axle, which was quite unusual in those days. Unfortunately, the car was never raced as the Maserati Brothers, builders of the OSCA, had forbidden the Argentinean to use the engine for this purpose and wouldn't change their mind.

In 1959 the de Tomasos moved from Bologna to Modena, (where they still live), and where a second car, this time an F2 monoposto, saw the light of day. This time the Maserati brothers gave permission for the use of their DOHC 1492 cc OSCA engines and the Isis, (named after Isabelle) made its racing debut at the Sebring circuit in December 1959. The Isis made a good impression with a top speed of 240 km/h but had to retire from the race with mechanical problems. In spite of this bit of bad luck, De Tomaso accepted fifteen orders for similar cars -- which were never built -- because he already had new plans in mind. The future was to be found in the new Formula Junior class, for which he built several cars.

The next project was a Formula One car, for which Alberto Massiminio (of Maserati fame) designed a flat eight-cylinder engine. The car was seen during practice for the 1962 Italian Grand Prix but did not appear in the actual race, as the engine was not powerful enough. Virgilio Conrero then tuned a four-cylinder Alfa Romeo engine for the car, but the power was insufficient to make any impression. For the 1963 season, the F1 car was equipped with an OSCA motor. Drivers like Vaccarella, Businello and Lippi tried their luck with it, but they had no chance against the Lotus, Cooper and BRM cars of the day.

In 1962 de Tomaso started experimenting with different light alloys and produced connecting rods, valves and even a crankshaft in titanium. For the SCCA G-Class he built a sports car with an OSCA engine in the rear. Bob Schroeder bought a similar car, (fitted with an Alfa Romeo engine) and had some success with it. For the British firm Holbay De Tomaso developed a four-cylinder engine for F2 racing. This motor was, in fact, half of Massiminio's flat eight but again it remained a one off.

Like so many drivers and designers, the Indianapolis 500 fascinated de Tomaso. In 1964 he wanted his cars to compete there, so he built one just for "The Brickyard". Power came from a Ford V8 mounted in the rear of the car, but more interesting was the body layout. The front end of the car was cast in a single piece of magnesium by Campagnolo, with double walls, with the intervening space serving as a fuel tank. The car was shipped to the USA on July 27, 1963 for testing at the Oval, but that's the last we heard of it. It did not attempt to qualify for the 1964 race. Another one off was an F3 car shown in 1963. Similar to the Indy car the engine was part of the chassis structure, a device De Tomaso was to use on most of his future models.

In 1965 a "production car" was shown at last. It was dubbed the Vallelunga, named after the racing circuit near Rome and though the prototype had been a spyder, the production car was a two-seater coupe. A wide backbone formed the chassis and the power came from a tuned Ford Cortina engine. de Tomaso himself had reportedly designed the body of this attractive looking car. Fifty Vallelunga's were built, a number too small to get the car out of its development stage.

In 1965 a new spyder was built around a back-bone frame. This time, the backbone was built up from aluminum sheet so that the tub, with a diameter of 35 cm could serve as a fuel tank. At the rear end of the tub a 1831-cc flat eight-cylinder engine was mounted. Why De Tomaso built this car is unknown and it looked as if he was working more for himself than for his customers.

The development of a sports car with a Ford 5-litre V8 was not followed up either. The body of this car was designed by the American stylist, Pete Brock and the actual bodywork was done by Fantuzzi in Modena. An interesting detail was found in the rear spoiler that was coupled to the gearshift lever. The higher the gear ratio, the flatter the position of the spoiler. Carrozzeria Ghia built a second, similar car, but that was the end of the production.

Bigger production facilities were opened in 1966 at the via del Vitali 55 in Modena. "More space and better people" must have been de Tomaso's thinking as he engaged experts like Nello Ugolini, Ing Dallara, Molinari and Bellentani. In this new factory there was room enough for a second production car, the Mangusta, which had a body designed by Giugiaro and built by Ghia; but again the car offered to the public was slightly under developed and had more than its share of faults.

Carrozzeria Ghia had been active in coach building since 1915 and during the sixties was looked upon as one of the most important specialists in this field. Financially, in 1967, things were not so rosy. Since the death of Giacinto Ghia the company had been sold several times and in 1967, it was owned was Rafael Trujillo, son of the dictator of the Dominican Republic. Trujillo was in jail in 1967 and needed bail money badly. de Tomaso had enough cash to make a down payment and was able to buy the firm for $ 650,000. Alfieri Maserati, son of Ernesto Maserati, became director and de Tomaso rented a new office at the Corso Unione Sovietica 300 in Turin to supervise his new acquisition.

Isabelle de Tomaso's brother, Amory Haskell and her brother-in-law, John C. Ellis ran a successful business in New Jersey, the Rowan Controller Company of Oceanport. The company did well and was quite profitable particularly in electronics. Cars interested them as well and so de Tomaso sold Ghia to his relatives in May 1967. In October 1967, Rowan also obtained 80% of the De Tomaso Automobili stock leaving Alejandro with enough cash in the bank for more new ventures. One of these was a Formula 2 car for which Gianpaolo Dallara made the drawings. Jackie Ickx drove the car on the circuit of Enna. Piers Courage tried his luck at Vallelunga and then the car was shipped to South America for Jonathan Williams to compete in the Argentine Temporada.

In 1969 De Tomaso Automobili moved to via Jacopo Peri 68, where the production of the Mangusta really got going. 1969 must have been an important year for de Tomaso! He not only bought Carrozzeria Vignale (70% of the money came from Rowan), but he also made his first contacts with Henry Ford II, a move that was to have a direct influence on his future.

Henry Ford's second wife, Christina Vettore, was of Italian origin, and that might have been one of the reasons why Ford wanted to buy an Italian automobile company. In 1963, he had tried in vain to buy Ferrari and four years later he had started dealing with Lancia, also without success. With de Tomaso he succeeded and in a press bulletin of September 9, 1969 Ford announced that the Ford Motor Company had made arrangements to exchange technical services with De Tomaso and Carrozzeria Ghia. And in addition, Ghia was to build prototypes and show cars for the Americans.

In March 1970 Amory Haskell and John Ellis died when their small private plane touched the tower of their airfield and between the heirs there was the de Tomaso family.

In June 1970 Ford bought 80% of the Ghia, Vignale and De Tomaso Automobili stock and the remaining 20% went to a new firm, De Tomaso Inc.

A first joint venture was the Pantera, the car most often associated with De Tomaso. In Italy the car was built under the code name "Tipo 874" but at Ford the project was named M.S.E for Mid-Ship-Engine. The Pantera was meant for the American market and Ford kept the rights to serve this market. Importation was handled by De Tomaso of America Inc. in Livonia, Michigan and sales and the Lincoln-Mercury Division in Dearborn looked after service. De Tomaso was allowed to sell the car in other areas of the world. In 1971 De Tomaso sold approximately 300 Panteras in Europe. When the first cars arrived in the USA, it was soon clear that they were far from perfect, but evolution and improvement made them quite impressive, especially for the price. Problems were numerous, and were compounded by ever more stringent pollution, bumper, noise, and gas mileage legislation. Several 1975 prototypes and alternatives were shown, but it was just the wrong time. It was unfortunate but importation stopped at the end of 1974. Lincoln-Mercury claimed that 6,091 Panteras had been brought to the U.S. by then.

In the meantime de Tomaso had not forgotten the racing scene; quite the contrary. With the help of Dallara, three cars were built for Formula One to be raced by the Frank Williams Team in 1970. Williams got the cars free of charge but had to buy the engines himself and worry about the maintenance.

In October 1971, de Tomaso began a new career, this time in the motorcycle business by buying the Benelli factory. By the end of 1972 he also owned the famous Moto Guzzi works.

Dallara left de Tomaso to join Iso Rivolta in 1973 and Ugolini retired the same year. He was replaced by Aurelio Bertocchi, who brought his famous father, Guarrino Bertocchi (he had worked for Maserati since 1926), with him as a test driver. Guarrino Bertocchi died 1981 in a De Tomaso Deauville during a demonstration run on the Autostrada between Mirandola and Modena. His son suffered a similar fate in February 1985.

The present De Tomaso works at the via Emilia Ovest 1,250 in Modena were opened in 1973. Here, Panteras were built for all countries (except the USA) alongside Deauvilles and Longchamps.

Bad times were heralded in the way of an oil crises: during the first three months of 1973 Lamborghini had sold fifty-four cars, worsening to only nineteen examples for 1974! Other exotic car manufacturers had the same problem, with production numbers for Maserati ninety-four and forty-two, and for Ferrari sixty-seven and twenty-eight respectively. De Tomaso was hit even harder. During the first quarter of 1973, sales totaled 101 cars but for the same quarter of 1974 production had fallen to only twenty-nine cars. In 1975 Citroen offered the Maserati works for sale and of course De Tomaso was interested. He bought 30% of the shares with the remaining 70% being taken by GEPI, a state institution that buys financially weak companies to prevent workers from losing their jobs. For Ing Giulio Alfieri, who had been responsible for the most important cars built by Maserati during the last twenty years, this was a reason to move to Lamborghini. Other Maserati workers were sent home and De Tomaso reduced its workforce from 900 to 600, a measure that the GEPI had tried to prevent. The next step in enlarging the De Tomaso Empire took place in February 1976 when he bought a 25% stake in Innocenti a move, which was followed by the purchase of another 55% in 1979. In 1989 De Tomaso sold 51% of his Innocenti and 49% of his Maserati stock to Fiat.

In July 1990, the very last of the original Panteras left the "production line". Its successor had been shown at the Turin Motor Show some months earlier, and this 1991 Nuova (new) Pantera was not be the last of Alejandro De Tomaso's creations. Whereas the prior car was of a monocoque chassis layout, this new and final version of the Pantera employed a largely tube frame structure. The goals were lighter weight and increased chassis rigidity. Both goals were met according to the factory. An all new suspension was also part of the package. The earliest units of the new car still employed the ZF 5-speed transaxle, while later cars offered a Getrag 6-speed unit. The 1991 cars also marked a major change in the engine compartment. While all previous Panteras carried the aforementioned 351 Cleveland (and some 351 Windsor) engines, the new model switched to a modified 5.0-liter (302 cu. in) Ford V-8, a unit that traced its roots back to the same engine used in the Mangusta. Rated at 305 horsepower, the new unit employed computer controlled direct port fuel injection and the latest electronic engine management systems. ANSA developed a fully catalyzed exhaust system for cleaner exhaust emissions, yet the car maintained the deep-toned exhaust note associated with a Pantera.

The Guara represents De Tomaso’s first all new model of the 1990s. Built upon central spine chassis, this mid-engined design conceptually recalls the original Vallelunga, The Guara was conceived with exceptionally high performance as its main goal.

First shown at the Geneva Motor Show in concept for in 1993, the Guara went into production in 1994. It is available in close coupe, spyder (with a removable roof section) or barchetta (full open roadster) form. The Guara’s body panels are rendered in combinations of fiberglass, Kevlar and other composite materials. The styling was done in-house by DeTomaso.

Presented at the 1996 Geneva Motor Show, the Bigua’s shape and concept was a joint effort between Alejandro DeTomaso and Marcello Gandini. Its most unique feature is its modular top design, which can be configured in any of three ways: closed coupe, open topped targa, or full open convertible. The middle top section is removable, and the rear top / window portion can rotate down into the body. No cloth soft top is required!

For power, De Tomaso has again partnered with Ford, this time for their latest high performance V-8. The all alloy, double overhead cam, 4-valve-per-cylinder V-8 engine is rated at 305 horsepower, and includes complete electronic engine management and direct port fuel injection. One of Ford’s newest designs, it is extremely powerful, docile and sturdy. Both a Borg-Warner 5-speed manual transmission and a computer managed 4-speed automatic unit will be available. Without a doubt, the Bigua (sold in the US as the Qvale Mangusta - ed.) will not be the last of DeTomaso's Creations.

Alejandro De Tomaso passed away in May, 2003.  

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. De Tomaso 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-De Tomaso marriage seemed quite natural, so a business / purchase arrangement was consummated and work began on a 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 cu. in.) "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. (For a virtual tour of the factory from 1972, click here).

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 black out 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 carrying prices of approximately $12,600.

At the end of the 1974 model year, Ford and De Tomaso Automobili dissolved their business arrangement, and importation of the Pantera to the United States was concluded. Mr. De Tomaso reassumed ownership of the Pantera project, and production was continued on a more exclusive basis for markets other than the US. Several models ensued, including the GT/4, which was modeled after the successful Group 4 competition cars of 1972-3. It wore larger fender flares, 10x15 and 13x15 inch racing wheels and aggressive Pirelli P7 tires. A GTS and Group 3 performance version were also offered along with the now-standard L model, and Pantera buyers could custom-fit the car with their choice of optional colors and features.

The GT5 model was introduced in 1980, and it featured much-revised "ground effects" bodywork, including a deep front air dam with integral driving lights, rocker panel extensions, flared wheel arches and a deck lid-mounted "delta" wing spoiler. The GT5 was augmented in 1985 with the introduction of the GT5-S. The GT5-S represented the first significant body redesign of the Pantera since its introduction, which included new, wider flared front and rear fenders, side air intake grilles and a further revised front fascia. The interior also received substantial upgrading including revised air conditioning and console layout, "gathered" leather upholstery on the seats and door panels, upgraded carpeting, and burlwood paneling on the doors, dashboard and console.

The cars were now virtually hand-constructed, and over this 15-year time period, the car had truly made the transition from mass-produced exotic car to a true and quite exclusive luxury GT

In 1989, De Tomaso engaged the talents of Italian automotive designer Marcello Gandini to freshen and update the Pantera’s appearance for the Nineties. This redesign also encompassed substantial revisions to its chassis layout and mechanical specification. All of the lower body cladding was new, as were the rear airfoil wing and the unique spoiler at the base of the windshield. The latest 17" cast alloy wheels and Michelin Z-rated tires were specified, as were large, ventilated Brembo disc brakes. This new look significantly modernized the appearance of the Pantera, but a considerable amount of updating also lay beneath the skin.

Whereas the prior car was of a monocoque chassis layout, this new and final version of the Pantera employed a largely tube frame structure. The goals were lighter weight and increased chassis rigidity. Both goals were met according to the factory. An all-new suspension was also part of the package. Most of the new cars still employed the ZF 5-speed transaxle, but two of them were fitted with a Getrag 6-speed unit. The 1991 cars also marked a major change in the engine compartment. While all previous Panteras carried the aforementioned 351 Cleveland (and some 351 Windsor) engines, the new model switched to a modified 5.0-liter (302 cu. in) Ford V-8, a unit that traced its roots back to the same engine used in the Mangusta. Rated at 305 horsepower, the new unit employed computer-controlled direct port fuel injection and the latest electronic engine management systems. ANSA developed a fully catalyzed exhaust system for cleaner exhaust emissions, yet the car maintained the deep-toned exhaust note associated with a Pantera.

The interior was largely unchanged from the package developed for the GT5-S, though again it used the highest-quality woods and leathers. Out of a total of 41of these final-edition Panteras constructed, four were converted, while still under construction, to a "targa" model featuring a removable top section. The work was performed by Pavesi of Milan. The last Panteras were built in 1993, bringing to a close nearly 25 years of continuous production.

While a Group 4 Pantera is a dedicated, purpose-built race car that used Pantera architecture but a unique chassis and suspension, the FIA Group 3 rules were far more restrictive, as the FIA intended for this class to consist solely of essentially stock, unmodified production sports cars. Initially, modifications from standard, production-car specification were few, mostly relating to pure safety issues, but after a few years, as the series evolved, the list of allowable modifications grew for all cars competing in Group 3.

Unlike the Group 4 Panteras which were built utilizing special components, all Group 3 Panteras were constructed from ordinary, production-line European Panteras. As they were all built to individual customer order, it’s difficult to generalize about them. Furthermore, the nature of bespoke De Tomaso automobiles makes it even more difficult to differentiate between different models, since it was possible for any European customer to order each of the components used to create a Gr3 Pantera directly from the factory, and modify a standard car to that specification after the fact and then race it. 

It was also possible to order a Euro GTS and then have it built with all the Gr3 components at the factory. So there is a very fine line between a factory-built Gr3 race car, a Euro GTS fitted with Gr3 components, and a race car converted to Gr3 specs by a private party. While the De Tomaso factory public relations personnel are extremely helpful, and are capable of answering a query to determine if a specific car was constructed as a Gr3, at this time they don’t have a complete list of all Gr3 cars made, but they have committed to researching the information for the next edition of the De Tomaso registry.

The process of building a Gr3 Pantera started in the engine room. De Tomaso certified the Gr3 Pantera with either a standard cast-iron intake manifold and Motorcraft carburetor, or an optional aluminum Ford manifold with a Holley R-4777 650 cfm manual-secondary carburetor. The stock oil pan was replaced with a large (8-liters on early cars, 10-liters on later cars) pan with an integral windage tray and an optional removable chassis crossmember.

Standard exhaust manifolds, and later European GTS exhaust headers were fitted (consisting of 4-into-2-into-1 headers with a 2 1/2 inch collector), and the 2 1/2 inch tailpipes fed into either low-restriction ANSA GTS mufflers, or the so-called Gr3 mufflers (GTS-style muffler cans with no internals, and hence no sound-reduction capabilities.) Finally, the entire muffler assemblies could be deleted and replaced by simple straight exhaust pipes. One would hope the engines were thoroughly checked over and received careful blueprinting and hand-assembly at the factory, but there is no evidence the De Tomaso engine-builders weren’t simply affixing these bolt-on parts to otherwise-standard engines.

The radiator was unmodified, although optional 8-bladed fans replaced the standard units. The chassis received only subtle tweaks initially. The same Ariston adjustable shocks fitted to conventional Panteras were standard on the Gr3 version, but there were two levels of Koni shock upgrades available. The first featured internal rebound adjustment only, while the top-of-the-line shocks had a threaded aluminum body with ride-height adjustment, and external controls for compression and rebound adjustment, with over 100 different combinations available. The top-of-the-line shock package cost an additional $1,000 back in 1973, quite a serious investment when you consider you could buy an entire street Pantera for under $10,000!

The Gr3 Panteras were equipped with the same springs as the European GTS, with only one optional spacer listed (presumably for rally cars.) The steering rack was repositioned using spacers to alleviate bump-steer concerns, but the control arms and sway bars were the same as those fitted on production Panteras.

The brakes consisted of standard Pantera calipers squeezing ventilated discs measuring 282mm in diameter and 20mm thick and actuated by a standard master cylinder; this was a common option for Euro GTS Panteras as well. Standard 7- and 8-inch Campagnolo wheels and Michelin radial XWX 185/70 and 215/70 tires were fitted.

In 1974, the FIA approved further modifications to the suspension. The rear hub carriers and front spindles were replaced by heavier Group 4 units, and the brakes were changed by using a larger master cylinder, larger cast-iron three-piston front calipers with 288mm x 31.75mm front rotors, and larger cast-iron three-piston rear calipers with standard GTS vented rotors and stronger axles with heavy-duty wheel studs.

Although similar in appearance, these were not the same brakes as used on the Group 4 Panteras, but this system later became standard issue on the GT5 and GT5-S. Small auxiliary rear calipers with their own small pads were used for the parking brake.

The stock sway bars were replaced with an adjustable system, philosophically similar to, but mechanically different from, the adjustable bars featured on the Group 4 Panteras. The then-common 10-inch Campagnolo Euro GTS wheel was allowed for fitment in the rear, and 8-inch wheels were issued for the front.

The interior of the Gr3 Pantera was surprisingly mundane. Earlier cars had the two-pod dashboard, while later cars received either the one-piece molded USA L-model dashboard, or the similar-appearing two-piece upholstered Euro GTS dashboard; all were fitted with metric gauges and European switchgear. The stock seat belts were retained with a race harness installed for the driver only, and the standard Pantera seats were supplanted by one-piece racing bucket seats, the same as those in the Group 4 Panteras.

(Interestingly enough, these one-piece racing seats were actually constructed from the remains of the prototype Pantera’s radical “picket fence” seats. Those seats consisted of a sheetmetal frame, fitted with yellow foam blocks. Visually striking, but judged by Ford as being too weird for the marketplace, they never went into production. As De Tomaso had already produced many of these frames, they simply upholstered them with light padding and turned them into race car seats.)

Heavily padded bolsters, as used in the Group 4 cars, were sometimes fitted to the door panels on one or both sides.

On some cars, the ignition switch was later relocated from under the dashboard to the middle of the center console, behind the ashtray, and within easy reach of the driver while he was belted in. A fire extinguisher was bolted to the floor in front of the passenger seat.

The USA-model steering wheel was standard equipment, but buyers had the option of fitting the three-spoke Euro GTS Momo Prototipo wheel or the smaller Group 4 Momo Prototipo wheel instead. Interestingly, the Gr3 Panteras were sold with full heating and air conditioning, electric windows, a radio aerial bolted to the roof, and a pair of speakers installed in the center kick panels (one in front of the gas pedal, and the other pointing into the passenger footwell), but no radio was included. Air horns were also optional.

The plexiglass rear window and six-point roll cage of the Group 4 Pantera were standard issue in the Gr3 cars as well. Furthermore, the front engine cover was modified to allow easy access to the front of the engine without requiring the removal of the entire back panel (which would have required removal of the roll cage!)

Cosmetically, the Gr3 Panteras slowly changed as the production Panteras changed. Early Gr3 cars carried standard two-piece front and rear bumperettes. After the introduction of the L-model Pantera, some Gr3 cars were equipped with early-style front bumperettes incorporating the front turn signals, while others had European L-model bumperettes with the turn signals residing in the standard L-model pods on the underside of the front fenders. Turn signal lenses were either clear with a colored bulb, or bi-color with an amber and a clear section.

Some cars retained two-piece rear bumperettes while others received the European L-model one-piece rear bumper (which was the same as the USA L-model bumper, except that instead of being mounted on hydraulic rams, it was mounted on solid brackets, considerably closer to the car’s body.) Both front and rear bumpers on Gr3 cars were normally chrome.

There were various driving and fog light packages issued; some cars received Carello fog lights, while others received massive lighting arrays for nighttime rally racing. For the first few years, a simple flat blade front spoiler with cooling ducts for the front brakes were installed while later cars got a miniature air dam (also a common option on the post-1976 European GTS) and small, riveted-on GTS flares.

Apparently, few of the Gr3 cars received the Euro GTS paint scheme, with a blacked-out front hood and rear decklid and blacked-out rocker panels. The Gr3 Pantera shown in the factory brochure and postcards is solid yellow. In most cases, the European GTS rocker panel decal (which said “De Tomaso” in large letters, then had the words “Pantera” in smaller script, above the word “GTS”) was used, but modified to delete the mention of “GTS.”

As with the Group 4 cars, rubber tie-downs were used to secure the front hood and rear decklid, although unlike the Group 4, the sheetmetal was standard steel instead of aluminum. An external battery cut-off switch without a removable key was fitted to the right front fender; the same switch was mounted on the Group 4 cars.

The documentation on racing Panteras is sketchy at best; it’s difficult to say exactly how many were built. At least one owner claims that his Gr3 is one of only 10 cars produced by the factory, but the De Tomaso Registry now lists at least 13 claimed Gr3 cars (although it’s possible that some of those were converted from regular production Panteras.) 

The central spine chassis layout first seen on the Vallelunga was expanded for the dimensions of a larger automobile (166 inches long on a 97.5 inch wheelbase). A race-inspired alloy V-8 engine was under development for the Mangusta, though production versions employed a cast iron Ford engine, either 4.7 liter (289 cu. in.) for European spec machines, or 5.0 liter (302 cu. in.) V-8s for cars constructed for the United States market. These powerplant provided solid acceleration and performance, then and now. Both engines were backed by a ZF 5-speed transaxle with limited slip differential. The suspension is fully independent, brakes are 4-wheel power disc, and each corner carries a cast magnesium wheel by Campagnolo.

Giorgetto Giugiaro designed the Mangusta’s flowing shape, and body fabrication was again handled by Ghia of Turin. One of the more interesting aspects of the design is the center-hinged "gullwing" doors for the engine compartment and rear storage areas. The rear glass area tapers nearly flat to the roofline. Early production models featured dual fixed headlights in the front grill area, and later units had a single 7" retractable headlamp. Body panels are steel, and a Mangusta’s approximate weight is 3100 pounds.

Inside, the Mangusta has comfortable leather seats, standard air conditioning, power window lifts and a full compliment of instrumentation. All production Mangustas are closed gran turisimo coupes, though one open car, the red and white Mangusta Spyder prototype, was built in 1967. It was also styled by Giugiaro, and first shown at the Turin Auto show, but was not put into series production.

The De Tomaso Mangusta has been hailed by many automotive stylists and journalists as one of the all-time great mid-engine GT designs; it is a significant piece of the company’s early history, and a highly collectible yet still drivable machine. 

Perhaps the most interesting aspect of the Vallelunga is its central "spine" chassis. A large box section runs along the central tunnel of the car; on each end is a tubular structure to which the suspension is mounted. The engine and transaxle are employed as stressed members in the mounting of the rear suspension, standard race car design practice at the time. The benefits are light weight and exceptional torsional rigidity. Mr. DeTomaso was one of the pioneers of this chassis philosophy, and a similar layout lives on in the current Guara model.

For power the Vallelunga relied upon the race-tested yet simple Ford Kent 1500 cc OHV four-cylinder engine, tuned to an output of approximately 100 horsepower and running twin side-draft

Weber carburetors. Some of the cars were fitted with 1600 cc units. A Hewland 4-speed transaxle carries power to the independent rear suspension. The front suspension is also fully independent, and the Vallelunga features 4-wheel disk brakes. The beautiful magnesium alloy wheels were specifically cast for DeTomaso by Campagnolo.

Interior accommodations are race-inspired and simple, including the gated shifter and a full compliment of instruments. The Vallelunga is 12 feet 7 inches long, rides on a 90-inch wheelbase and weighs about 1600 pounds. Approximately 50 production Vallelungas were constructed, plus prototypes. The original roadster-prototype is owned by DeTomaso Modena, and is currently undergoing restoration.

Today the Vallelunga is often acknowledged as a modern design masterpiece. Traces of its shape can clearly be seen in other subsequently produced exotic sports cars. Other than current models, it is the rarest production DeTomaso, and the company’s genesis as a constructor of high performance automobiles.

The Deauville was designed to deliver high-performance luxury transportation for four. Tjaarda developed a flowing-yet-muscular design, handsome from any angle, and retaining the inverted trapezoidal grill concept first seen on the Mangusta. The chassis, a full monocoque unit, employed fully independent suspension, the rear system featuring inboard disc brakes and dual coil-over shock absorber units patterned after the Jaguar design. Twin fuel tanks and twin fuel pumps were fitted, with a dash-mounted switch and gauge so the driver could select which tank was being employed. The first Deauvilles were built in 1971 and the last one in 1985.

For power the Deauville relied on the same 5.7 liter (351 cu. in.) Ford Cleveland V-8 as employed by the Pantera, rated at 300 horsepower (DIN) and mounted in front for this application. Backing the engine was a Ford 3-speed C-6 automatic transmission; no manual transmission was offered. The front suspension and brakes are from the later Panteras as were most of the gauges and switches. The sedan is 190 inches long, riding on a 108 inch wheelbase, and weighs approximately 4200 pounds.

The Deauville is noted not only for its on-road performance, but its interior comfort. The comfortable yet supportive seats could be had in a variety of leather and leather/cloth combinations (the leather options becoming available in 1978), and the dash and door panels were wood trimmed. Full instrumentation, factory air conditioning, power window lifts, power steering and power seats available starting in 1978. The center console extended into the rear of the passenger compartment, providing heat and air to the rear occupants.

Approximately 244 were constructed, making it the second-rarest production DeTomaso (next to the Vallelunga) and the only 4-door sedan built to date by the company; it was never officially imported into the United States market with about 15 imported by owners. In 1978 some minor changes were made including the option for the leather/wood interior, referred to as the Series II cars. There were about 161 Series I cars and 83 Series II cars built. An interesting one-off design study was built in 1984, converting a standard sedan into a handsome estate wagon. The coachwork was hand-crafted by EMBO in 1984, though the model did not make production. This unique Deauville was owned by DeTomaso Modena.

DeTomaso bought the Maserati company in 1976 and to quickly bring a new model to market used the Deauville with some new steel metal, grill, engine/transmission and bumpers calling it the Quattroporte III. It used the same suspension, brakes, steering and differential as the Deauville. 2,145 cars were sold from 1979 to 1990 with a manual transmission available.

As in the Pantera, Ford 5.7 liter (351 cu. in.) V-8 was called upon and rated at 300 horsepower (DIN). A Ford 3-speed C-6 automatic transmission was initially the only offering, however approximately 17 cars were built featuring a ZF 5-speed manual transmission. The Longchamp employed the same powertrain, brakes and suspension as the Deauville, fully independent, with inboard brakes and dual shock absorbers at the rear. These combine to give the car an exceptionally comfortable yet stable ride, and confident handling. Power rack-and-pinion steering, and 4-wheel power disc brakes were standard.

The coupe interior was fully trimmed in leather, including the seats, door panels, dash fascia and console areas. Power windows and fuel instrumentation were also included, as were dual gas tanks and fuel pumps. Beginning in 1979, an updated interior and exterior package included a more integrated bumper design, revisions to the heating and air conditioning controls, and the introduction of the Longchamp GTS model. About a third of total production was the Series II cars.

The Longchamp GTS is similar in concept to the Pantera GTS, that being a bolder-looking and better-handling version of the original model. The body was upgraded with flared fenders and the standard 7" x 15" magnesium wheels were replaced by 8" x 15" and 10" x 15" (front and rear, respectively) Campagnolo units (from the Pantera GTS) wearing Pirelli P7 V rated tires. It is estimated that up to 60 GTS models were built.

In 1982 the GTSE model was introduced with running boards connecting the flares similar to the Pantera GT5 and the bumpers were integrated into the body. About 10 GTSE models were built. 

Approximately 409 Longchamps were built during the car’s production life. Carrozerria Pavesi of Milan was also called upon to factory convert 16 Longchamps into handsome convertibles. A very few of those were also GTS models, making the Longchamp GTS Spdyer an exceptionally rare and desirable machine. About 15 RHD cars were built. The Longchamp was never officially imported into the US with about 25 imported by owners. 

DeTomaso bought the Maserati company in 1976 and to quickly bring a new model to market used the Longchamp with some new grill, engine/transmission and bumpers calling it the Kyalami. It used the same suspension, brakes, steering and differential as the Longchamp, which was based on a shortened Deauville. 200 cars were sold from 1976 to 1983 with a manual transmission available.

For power DeTomaso chose a new direction, employing a BMW powerplant for the first time. The 4.0-liter unit is a DOHC, 4-valve-per-cylinder, all-alloy V-8, upgraded to provide 305 horsepower. It features include fully electronic engine management and computer-controlled fuel injection; the transmission is a 6-speed Getrag transaxle unit.

Another unique element of the chassis design is the use of an inboard-mounted shock absorber system, employing push and pull rods to actuate the shock units. This system is similar to that of Formula 1 and IndyCars. This design moves the weight of the shock absorbers to the middle of the car, reducing unsprung weight and allowing the suspension to react to road changes more quickly. Brembo ventilated disc brakes and Campagnolo 18" cast alloy wheels complete a suspension package that would be at home on both racetrack and autostrada.

The interior is clean and uncluttered, with some of the body color composite materials showing in the interior as a race inspired design element. Magazine articles have been quite flattering in their praise of the Guara’s acceleration and handling prowess.

U.S importation is in the planning stages, replacing the BMW V-8 with a Ford 4.6-liter DOHC supercharged alloy engine. European purchasers may soon have their choice between the two engines. The supercharged version will have 430 hp. and 400 lb. of torque. Initially, 15 to 25 units will be coming to the USA at a price of $155,000. The Guara is 158" long on a wheelbase of 103", weighing approximately 2500 pounds.

First presented at the 1996 Geneva Motor Show, the Mangusta’s shape and concept were a joint effort between Alejandro DeTomaso and Marcello Gandini. Its most unique feature is its modular top design, which can be configured in any of three ways: closed coupe, open-topped targa, or full open convertible. The middle top section is removable, and the rear top / window portion can rotate down into the body. No cloth soft top is required!

The chassis employs a tubular frame, and the bodywork is rendered in a combination of fiberglass, Kevlar and other composite materials. Overall length is 165", with a wheelbase of 105"; the production Bigua is expected to weigh approximately 3100 pounds. Special 17" alloy wheels are specially cast for DeTomaso, and Brembo provides the 4-wheel power disk brakes.

For power, DeTomaso has again partnered with Ford, this time for their latest high-performance V-8. The all-alloy, double overhead cam, 4-valve-per-cylinder V-8 engine is rated at 305 horsepower, and includes complete electronic engine management and direct port fuel injection. One of Ford’s newest designs, it is extremely powerful, docile and sturdy. Both a Borg-Warner 5-speed manual transmission and a computer-managed 4-speed automatic unit will be available.

The interior features a "retro" dual cockpit design, trimmed in handsome Italian leathers. Air conditioning, power windows, door locks and seats are all standard, as is a high-performance CD sound system and complete instrumentation.

As of this writing, the Mangusta is being developed for series production as a 1998 model (see the related press release). It will be produced at the new factory in Modena, Italy, with the intent to certify it for world-wide sale by the middle of that year.

During the same year a similar car was built but this time with a 1000 cc OSCA unit (dubbed, logically, the Sport 1000).

The Sport 2000 was the most interesting car of the three: the chassis was (like that of the Vallelunga), formed by a central backbone, but this time it was made of titanium and with a diameter of 33 cm. It not only served as a frame, but also as a fuel tank carrying 120 litres. Seven load-carrying collars were pop-riveted at unequal intervals along this tube and these intervals were progressively reduced towards the more heavily stressed rear end of the car where the engine was fitted. At the front and rear end of the tub, sub frames were bolted on carrying the front suspension and the engine. This engine was the Massiminio designed flat eight, now with a capacity of 1931 cc and a claimed output of 208 hp at 8400 rpm and a maximum torque of 19.4 mkg at 5800 rpm. Twin distributors and plugs plus two overhead camshafts per cylinder bank made the engine a technical dream. Behind the all alloy engine, a six-speed gearbox was mounted longitudinally and its gears could be replaced within nine minutes. Again the engine was part of the load bearing chassis and the rear suspension parts were directly fitted to it.

The Sport 2000 was a small car with a wheelbase of 2,300 mm, a front track of 1,300 mm, a rear track of 1,360 mm and an overall height of 720 mm. Its weight was only 570 kg. The body resembled that of the Vallelunga spider and as the car could reach a speed of 256 km/h it would have been ideal for hill climbs, the main purpose DeTomaso built the car. It was never used, however, and was put aside when new ideas entered DeTomaso's mind.