HISTORY

HISTORY OF Pantera

Detomaso Pantera

In 1971 Ford Motor Company in a joint effort with Detomaso quietly introduced the Pantera to the USA. The car was produced in limited numbers until the end of 1974 and then just as quietly was discontinued in its production for the American market. This stunning vehicle was not forgotten however by exotic automotive enthusiasts with discriminating taste. The visual effect of the body shape immediately says performance. The sleek low profile and wide track stance contain all of the elements of elegant Italian styling artistry. Supplying the punch for this body was the Ford 351 Cleveland adding a unique quality to the overall equation. Produced from 1970-1974, the small blocks from Ohio could claim a higher ratio of horsepower per cubic inch (on gas) than any other American made engine. The end product was a successful fusion of the best of both worlds. On the one hand we have an exquisitely sculptured Italian styling job while on the other hand we have a top flight American engine supplying an abundance of power. Through the years the Pantera continuously underwent updates and improvements. Some of these changes were due to federally imposed restrictions and regulations and others were initiated by Ford and/or Detomaso Automobili.

The Design

Although the Pantera can be viewed as an exotic product, the guiding concept comes from an evolution rather than from a revolution, based as it is on the experience gained from Guigiaro's Mangusta. American Tom Tjaarda was responsible for the body styling. Born and educated in Detroit but working in Italy, Tjaarda was successful in creating a striking sports car in the true Italian tradition. Previously, during his four years with Pininfarina, he had worked on the Ferrari 365 California. In 1968 Tjaarda had taken over as head of styling at Ghia, where the Pantera was conceived. Although its design had been created without the help of a wind tunnel initially, later tests by Ford in their Dearborn, Michigan wind tunnels showed that the shape and design were extremely aerodynamic. The very first cars had the low drag coefficient of .29. With the ample availability of power, the slippery body gave the Pantera a zero-to-sixty time of around seven seconds (slightly over six seconds for the European version) and a top speed of 150 plus mph. The Campagnolo wheels were fifteen inches in diameter, eight inches wide in the rear and seven inches wide in the front. Tires were by Michelin, 185 and 215. The price in 1971 was at $9,995 (*Note- In 1971a Ferrari Daytona sold for $22,000, a Porsche 911S Targa sold for $10,380 and a Corvette 350 sold for $5472).

The 1971 Pantera

A total of 1007 1971 models were brought into the United States, beginning with car #1286. Approximately the first 75 were "push button door" Panteras. These first Panteras were built at Vignale Carrozzeria, Italy. The first 75 vehicles were originally slated to go to the European market but were sidetracked for exportation to the US after the agreement with Ford was finalized. This small group of 1971's were the only totally factory handbill Panteras to be imported into the US by Ford. These vehicles can be identified from all other Panteras by their round door buttons and a hand grip molded into the body just behind the door, instead of the usual pull-type door handles. After the first 300 cars the transmission was changed to have a final drive of about 3.0 (original was 3.45), this modification increased the top speed of the vehicle by about 10 mph.

The 1972 Pantera

In 1972 the Pantera still had the 351 Cleveland engine and the German 5-speed manual transmission however modifications begin being done to the car actually starting with the final 200 vehicles produced at the end of the 1971 production year. What follows is a list of the most significant modifications made to the Pantera during 1972:

Engine compression lowered from 10.7:1 to 8.6:1.
Factory headers replaced by simpler exhaust manifolds which featured webbing between individual pipes.
Clutch linkage changed to ease pedal effort.
Brake fluid reservoir made integral with master cylinder.
Rear luggage tray and engine compartment bolts replaced by quick release aircraft type screws.
Oil level dipstick lengthened.
Speedometer cable rerouted.
Accelerator cable revised.
Interior carpets and rear luggage tray lining revised.
Splash Shields installed to eliminate water getting up over the gas tank and also installed to protect the horn and radiator fans.
351 Cleveland changed from a 2 bolt main to a 4 bolt main.
Changed to a more aggressive camshaft.
Went from a single point to a dual point distributor.
Seat material was changed several times.
Switched to Pirelli CN 73 (225/70-15) tires.
Top speed increased to 160 mph.
Fans were revised from manual to automatic.

The Pantera L

From the second half of the 1972 model year the Pantera known as the L model entered the picture. "L" stands for Lusso, which means luxury in Italian. New government regulations came and this new legislation forced Detomaso to install large black impact bumpers on the front and rear of the car. These bumpers were equipped with shock absorbing pistons and weighted approximately 200 lbs. (total). The other major change was one of power; compression was lowered from 8.6:1 to 8.0:1 and power dropped to 248 hp. The following listed items are the significant modifications made to the Pantera L:

351 Cleveland changed back to a 2 bolt main.
The camshaft was retarded by 4 degrees.
Pirelli tires replaced by Goodyear bias belted "Arriva" tires.
Engine cover redesigned.
Rear deck support pistons inverted so that the sealed spring mechanism was on top.
All electrical relays put on a single panel on the left side of the interior; matching fuse panel on the right side.
Seat belt warning light and buzzer added.
92 amp hour battery changed to a 90 amp hour battery (Italy to US).
Radiator baffle revised to eliminate water bypassing the radiator and not getting properly cooled.
New universal joints introduced; had lifetime lubrication and improved bearing seals.
Borg & Beck clutch assembly introduced.
Revised front wheel opening flanges to lessen front tires rubbing on the inside of fenders.
(*Note- No European Pantera L models received the black impact bumpers.)

The 1974 Pantera GTS

In 1974 the Pantera L was still being produced but the GTS model also entered the scene. Mechanically the cars are the same with the same 351 Cleveland engine with a Ford 4V Autolite carburetor, however the GTS received a number of cosmetic changes. The list:

All chrome blacked out.
Ferrero steering wheel with Ghia emblem.
GTS wheel logos.
Pop riveted fiberglass fender flares.
"GTS" script mounted where the "Pantera" script was (on the rear).
Flat black rocker panel stripe widened and "Pantera GTS" written on the stripe.
Gloss black metallic front hood and rear compartment deck.
Ghia emblem on the front bumper (instead of the usual Detomaso emblem).
Dash mounted clock installed.
GTS emblem on the gear shift knob.

Ford decided to terminate the entire Pantera program after 1974 when the US Federal safety and emission restrictions threatened to force an entire re-engineering of the Pantera. Detomaso still owned the sales and manufacturing rights for Europe and every place else outside the US so when Ford dropped the Pantera Detomaso Automobili became the sole source and Panteras continued to be built in very limited numbers.

The Hall Super Pantera

Gary Hall began improving Panteras from the very first one that he owned. After rebuilding 25 cars to his meticulous specifications he was one of the most qualified people around who knew what needed to be done to produce the perfect Pantera. He began will a good, solid, used Pantera. He then totally stripped the car completely down and began a slow rebuilding process. The engine was torn apart and blueprinted to produce 400 or more horsepower. Stainless steel inner fender panels were installed. The paint was totally stripped off the entire body. The doors, trunk and hood are aligned. Over a 3 month period thirty coats of enamel paint are applied. Pirelli P7 tires with Koni shock absorbers are used. Two vents are cut into the hood for better radiator ventilation. A special high flow radiator is installed. Flares, skirts, an air dam and a rear wing are also available. In essence, Hall attempted to take the stock Pantera and turn it into the ultimate GT car on a cost is no object basis. This applies to appearance, performance and reliability. Each car took about a year to complete. Many engine parts are highly polished including the transmission, the heads, the manifold and other engine parts. Every inch of the vehicle is gone through with a fine tooth comb and all of the finest products and components are installed in the chassis, the engine, the interior, the entire body structure, with the very best cooling and air conditioning systems. This specific vehicle is fiercely expensive and one of the finest grande touring cars on the face of the globe.