DeTomaso Mailing List: July 97, Message #138
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Over the weekend I found a bunch of old car magazines for sale, so just for kicks I thought I'd look through them looking for Pantera articles. I found a 2-page write-up in a magazine called "Road Test", dated September '71. Titled "From Prototype to Production in 18 months" with a subtitle reading "Ford-powered, Ghia-bodied Panera with the price right on target", it featured 3 pictures of a pushbutton, single-slot-wheeled Pantera (thanks, Mike Drew...). The article is as follows (boy I wish I had a scanner): While others, notably Monteverdi, have done it before, the deTomaso Pantera justifiably claims credit for being the first mid-engined car powered by a large American V-8 to go into "mass" production. The target is 2000 or so units annually and the price is exactly $9000, the latter figure, suprisingly enough, being that which was quoted at the premature announcement over a year and a half ago. The fact that the targeted production figure is about three times the total number of cars build under the deTomaso name since the firm was founded in 1957 (180 Vallelungas and about 500 Mangustas) can be attributed to the infusion of Ford money. With DeTomaso came Ford control of Ghia and Vignale. The man responsibile for the body was Tom Tjaarda, chief Ghia stylist and an expatriate American whose father designed the original Lincoln Zephyr. Pantera engineering is the work of deTomaso chief engineer Gianpaolo Dallara. Specifications have changed only in detail from those issued at the first announcement. Wheelbase and length remain 98.4 and 167.0 inches respectively. The midship location of the 310hp, 351 cu in "Cleveland" V-8 produces a weight distribution of 42-58, a configuration desired by experienced drivers but a little on the lethal side in the hands of heavy-footed beginners. Drive is through a 5-speed ZF (Zahnradfabrik Friedrichshaven) gear box and there is no finer gearbox than this on earth. The transaxle unit is an adaptation of the design that twice won at Le Mans in the Ford GT-40. Long travel coil springs concentric with the shocks provide independent suspension to each wheel. The steel body and frame are combined into a single welded structure, all components contributing to the rigidity except the instrument panel which is fastened by only 2 bolts for easy removal. Engine accessibility, though, is about on par with the Monteverdi, namely, difficult. Exterior changes between prototype and production mainly involve the addition of bumpers suitable to withstand punishment in US parking lots. The prototype had only bumperettes. The side marker lights are somewhat smaller and the Ghia crests on the front fenders have been moved down a bit. Internal changes obviously reflect the extensive testing program (including crash validation) required to obtain Ford's blessing. People will put up with minor idiosyncracies in a Monteverdi or Lamborghini but not in a Ford. Also, in the event of a disaster, Ford is more accessible to sue. The power assisted disc brakes are slightly smaller in front and larger at the rear, resulting in an increase of 22 sq in (to 486) in effective swept area. Most of the gears have been made lower in ratio (higher numerically) by fractions, resulting in overdrive fifth being 0.850:1 instead of the original 0.705:1, a move that makes the car more suitable for varying US geographical conditions. Lastly, the rear driving wheels are now one inch wider than the front instead of one-and-a-half inches, but they still carry the same 215-70 (185 in front)radials. An inflate-it-yourself spare is located in the nose. Though the car is only 43.4 inches thigh, the rear engine location allows a lot of room for the driver and one passenger. Instrumentation is complete, the speedometer and tach being in front of the driver and the engine gauges angled in a row to the left on a console extension. The most unusual interior feature is the "upholstery" which partially covers the molded aluminum buckets. A ladder-like series of rectangular foam pads lay on the seat as though someone had casually unfolded a lifejacket. Not haven ridden very far in a Pantera, we can't vouch for the comfort but at least you'll be well ventilated from the rear in the summer (There's also a picture of the funky seats included. Never seen those in a production car... My comments) If you don't like to drive Mario Andretti fashion with legs and arms outstretched from a semi-prone position, the Pantera is not for you. Arm rests aren't provided becuase you'd have no need for them except while parked. Visibililty to the front over the sloping luggage compartment is good, but that quick glance to the rear while changing lanes leaves plenty of blind spots. While the Pantera will obbiously serve as a major attention getter for the 100 or so Lincoln-Mercury dealers in 60 major market areas who have exclusive sales rights, it's not just a publicity toy. Ford has a major tooling investment in it and Henry II dislikes unprofitable subsidiaries as well as nameplates. For '72 it will also carry Ford Motor Co's performance banner for the Pantera's engine (at 11.0:1 compression ratio) is the only one that hasn't been detuned. Thus, it must be taken seriously. Charlie McCall 1972 Pre-L #3874 ==============================================================================