De Tomaso Pantera

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De Tomaso Pantera
De Tomaso Pantera GT5-S (7160836758).jpg
De Tomaso Pantera GT5-S
Overview
Manufacturer De Tomaso Automobili
Production1971–1992 (7,260 produced) [1]
AssemblyItaly: Modena [2]
Designer
Body and chassis
Class Sports car (S)
Body style 2-door coupé
2-door Targa top (Pantera SI Targa)
Layout Rear mid-engine, rear-drive
Powertrain
Engine
Transmission 5-speed manual
Dimensions
Wheelbase 2,500 mm (98.4 in) [3]
Length4,013 mm (158 in) – 1971 spec [3]
4,270 mm (168 in) – later spec
Width1,702 mm (67 in) – 1971 spec [3]
1,811 mm (71.3 in) – later spec
Height1,100 mm (43 in)
Curb weight 1,420 kg (3,131 lb) – 1971 spec
1,474 kg (3,250 lb) – later spec
Chronology
Predecessor De Tomaso Mangusta
Successor De Tomaso Guarà

The De Tomaso Pantera is a mid-engine sports car produced by Italian automobile manufacturer De Tomaso from 1971 to 1992. [1] Italian for "Panther", the Pantera was the automaker's most popular model, with over 7,000 manufactured over its twenty-year production run. More than three quarters of the production was sold by American Lincoln-Mercury dealers from 1972 to 1975; after this agreement ended De Tomaso kept manufacturing the car in ever smaller numbers into the early 1990s.

Contents

History

The Pantera was designed by the Italian design firm Carrozzeria Ghia's American-born designer Tom Tjaarda [4] and replaced the Mangusta. 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.

Interior (1972 model) Detomaso Pantera Interior.JPG
Interior (1972 model)

The car debuted in Modena in March 1970 and was presented at the 1970 New York Motor Show a few weeks later. [4] Approximately a year later the first production cars were sold, and production was increased to three per day. [4] De Tomaso sold the rights to the Pantera to Ford, who were to distribute the cars in the United States through its Lincoln-Mercury dealerships, while Alejandro De Tomaso retained the rights to market the Pantera in Europe. [5]

The slat-backed seats which had attracted criticism at the New York Auto Show were replaced by more conventional body-hugging sports seats in the production cars: leg-room was generous but the pedals were off-set and headroom was insufficient for drivers above approximately 6 ft (1.83 m) tall. [4] Reflecting its makers' transatlantic ambitions, the Pantera came with an abundance of standard features which appeared exotic in Europe, such as electric windows, air conditioning and even "doors that buzz when ... open". [4] By the time the Pantera reached production stage, the interior was in most respects well sorted, although resting an arm on the central console could lead to inadvertently activating the poorly located cigarette lighter. [4]

The first 1971 Pantera models were powered by a 5.8 L (351 cu in) Ford Cleveland V8 engine having a power output of 335 PS (246 kW; 330 hp). 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. [4]

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. [4] Another Italian car that shared the ZF transaxle is the Maserati Bora, also launched in 1971 although not then available for sale. [6] Power-assisted four-wheel disc brakes and rack and pinion steering were all standard equipment on the Pantera. The 1971 Pantera could accelerate to 97 km/h (60 mph) in 5.5 seconds according to Car and Driver . [7]

Specifications

A one-off second generation Pantera 7X or Montella prototype made by Ghia. De Tomaso Pantera Series II Front.jpg
A one-off second generation Pantera 7X or Montella prototype made by Ghia.
Model year
Specification data1971 L [17] 1988 GT5 S [18]
Engine configuration 351 cu in (5.8 L) Naturally aspirated Ford Cleveland V8
Fuel system Autolite 4-barrel carburetor Holley 4-barrel carburetor
Curb weight 1,420 kg (3,131 lb)1,474 kg (3,250 lb)
Wheelbase 2,515 mm (99 in)
Front track57.0 in (1,448 mm)59.4 in (1,509 mm)
Rear track58.0 in (1,473 mm)62.2 in (1,580 mm)
Length158.0 in (4,013 mm)168.1 in (4,270 mm)
Width67.0 in (1,702 mm)77.6 in (1,971 mm)
Height43.4 in (1,102 mm)43.3 in (1,100 mm)
Brakes Front: 279 mm (11.0 in) ventilated;
Rear: 302 mm (11.9 in) ventilated [19]
Front: 284 mm (11.2 in) ventilated;
Rear: 297 mm (11.7 in) ventilated [20]
Power243 kW (330 PS; 325 hp) at 5,400 rpm257 kW (350 PS; 345 hp) at 6,000 rpm
Torque344 lb⋅ft (466 N⋅m) at 3,500 rpm333 lb⋅ft (451 N⋅m) at 3,800 rpm
Fuel economyHighway (Extra-urban): 14.6 mpgUS (16.1 L/100 km; 17.5 mpgimp) [17] [18] [21]
Compression ratio11.0:19.5:1
Gearbox5-speed ZF manual transmission
Maximum speed159 mph (256 km/h) [21] 174 mph (280 km/h) [18]

Motorsports

Group 3

A De Tomaso Pantera GTS Group 3 prototype Paris - Bonhams 2014 - De Tomaso Pantera Group 3 - 1972 - 001.jpg
A De Tomaso Pantera GTS Group 3 prototype

De Tomaso offered a Pantera competition car built to special order according to the Group 3 class racing rules between 1972 and 1984 based on the Pantera GTS. 30 cars were built for private customer teams. 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 did not have 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 10-litre oil pan and a Holley racing 4 barrel carburetor. Displacement of the engine was also enlarged to 5.8-litres. The engine had a power output of 336 PS (247 kW; 331 hp). The engine was mated to a 5-speed close ratio gearbox with a heavy duty single plate clutch and a limited slip differential. It was reported that with the long ratio gears, the Group 3 cars could achieve a top speed up to 280 km/h (174 mph). The Group 3 cars were so competitive that this prompted Porsche to speed up development of the more powerful 911 Carrera RS and Carrera RSR race cars. The use of racing brakes for the Pantera Group 3 was not allowed until 1975 and the car competed with the brakes of the road legal Pantera which proved to be its weak point. Due to an accident in 1973 at the Charade circuit, reinforced hubs developed by De Tomaso for the Group 3 car were approved in Group 3. [22] [23]

Group 4

A De Tomaso Pantera GTS Group 4 competition car De Tomaso Pantera GTS Group 4 Gen1 000 1972 frontleft 2013-03-17 U.jpg
A De Tomaso Pantera GTS Group 4 competition car

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 1972. 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 had no rustproofing or 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. The final car had a weight of 1,100 kg (2,425 lb).

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. De Tomaso engaged a private US based engine builder Bud Moore to supply engines for the car.

Based on the same Ford 351 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 1150 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 12.0:1. 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 had a claimed power output of 507 PS (373 kW; 500 hp), although the cars ran at a power output of 446 PS (328 kW; 440 hp) at 7,000 rpm, which was increased to 477 PS (351 kW; 470 hp) when the Weber 850 CFM carburetors were used. The engine was mated to a ZF 5-speed close ratio manual transmission with a heavy duty single clutch plate. [24]

The first Group 4 Panteras were entered into the 1972 24 Hours of LeMans. The problems of the car then began to become apparent. The engine proved to be unreliable and the car was also subject to a weight penalty, increasing the weight to 1,250 kg (2,756 lb). 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. [25]

Group 5

De Tomaso Pantera Group 5 competition car De Tomaso Pantera Mallory Park.JPG
De Tomaso Pantera Group 5 competition car

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 1976 to 1981. The Group 5 cars only had wider body panels and no significant design, mechanical and chassis modifications.

However, two cars were extensively modified to compete in the IMSA GTX and Group 5 class respectively. The first car having chassis number #001 was constructed from a new chassis by Italian racing team Sala and Marveti. The second car, having chassis number #1603 was a Group 4 car campaigned by Hugh Kleinpeter in the US and then underwent modification. Afterwards, the former was converted to Group C class specifications in 1983 and the latter was converted to IMSA GTP class specifications respectively. Both cars were uncompetitive in their categories. [26]

Ares Design Project1

Ares Design Project1 2020 ARES Panther Modena ProgettoUno 5.2.jpg
Ares Design Project1

Italian car manufacturer Ares Design introduced the Project1 in 2019 as a modern reinterpretation of the Pantera, based on the Lamborghini Huracán chassis.

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References

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