Guide: De Tomaso Mangusta
Background
Although the solitary P70 that later evolved into the Sport 5000 failed to secure De Tomaso the hoped-for partnership with Carroll Shelby, the underpinnings from this experimental sports prototype went on to form the basis of a new production model.
Clearly bitter after his snub from Shelby, Alejandro de Tomaso decided to name the new car Mangusta as the Mongoose was one of the few mammals able to kill a cobra.
Without the prospect of any top flight racing on the horizon, Alejandro de Tomaso switched his attention to creating an automotive brand that could match the European thoroughbreds.
So far, De Tomaso’s only production car experience had been with the Vallelunga of which little more than 50 were made. To become a serious player, De Tomaso would need to dramatically increase his factory’s output and offer something more commercially appealing than the diminutive Vallelunga.
Like its predecessor, the Mangusta would adopt a mid-engined layout. However, whereas the Vallelunga used a small displacement four-cylinder motor, the new car would use V8 power.
Once again, engines would be supplied by Ford.
Development began in mid 1966. By this time, Ford’s MkI GT40 had been in production for twelve months and Lamborghini were applying the finishing touches to their Miura. The first Miura deliveries were scheduled for the end of the year.
The prototype Mangusta was displayed at the Turin Motor Show in early November of 1966. Styled by Giorgetto Giugiaro for Ghia, it caused a sensation and production began in autumn 1967.
At the time, Ford, Lamborghini and De Tomaso were the only firms to offer large displacement models with a mid-engined layout; Maserati and Ferrari wouldn’t come on board until 1971 and 1973 respectively.
Chassis
The Mangusta used a steel backbone chassis. It was a lightly modified version of the type seen on the P70 with a wheelbase extended from 2390mm to 2500mm.
Suspension was fully independent: double wishbones were fitted at the front with lower wishbones and twin trailing arms at at the rear. Coil sprung telescopic shocks were used all-round along with anti-roll bars at either end.
The dual circuit brake system employed four wheel Girling discs that measured 292mm at the front and 280mm at the rear.
Campagnolo supplied the cast magnesium wheels. They measured 15 x 7-inches at the front, 15 x 8-inches at the back and were originally shod with Dunlop SP tyres.
A 90-litre fuel tank was installed up against the right-hand side of the engine bulkhead.
Engine & Gearbox
For propulsion, De Tomaso initially purchased Hi-Po 289 small block 90° V8s from Ford.
These overhead valve pushrod engines featured a cast iron block and head. They displaced 4728cc thanks to a bore and stroke of 101.8mm and 72.9mm respectively. Compression was 10.5:1 and a four-barrel Holley carburettor was installed.
Peak output was 306bhp at 6200rpm and 392lb-ft at 3500rpm.
Transmission came courtesy of a five-speed ZF gearbox, a hydraulic single-plate clutch and limited-slip differential.
Bodywork
Ghia’s chief designer, Giorgetto Giugiaro, initially styled what became the Mangusta for a mid-engined Iso concept that was rejected.
At the time, Ghia was owned by Ramfis Trujillo, son of the ruthless Dominican Republic dictator, Rafael Trujillo.
Trujillo junior had purchased the firm in 1966, four years after he fled the Dominican Republic following the assassination of his father. Ghia had been purchased with part of a $200m fortune lifted from the Dominican treasury.
In 1967, Trujillo sold out to Rowan Controllers Inc., an American electronics firm headed by Amory Haskell, the brother of de Tomaso’s wealthy wife, Isabelle. Alejandro de Tomaso became president of Ghia and effectively took control of the company.
At just 43-inches tall, the Mangusta was barely waist high. A masterpiece of sixties design, instead of a conventional rear clam, it featured centrally-hinged gullwing engine covers, both of which contained a huge glass panel.
Twin headlights per side were mounted inside the nose aperture, a look Giugiaro first tried with the De Tomaso Pampero and later repeated for his Bizzarrini P538 Manta.
Cooling was by way of three shark-fin ducts behind the rear quarter windows, a large vent at the back of each engine cover and a mesh grille on the tail fascia.
Like the front lid, the engine covers were formed in aluminium whereas the rest of the body was steel.
The spare wheel was located above the gearbox which meant the only luggage space was underneath the front lid and in a small left side storage bin behind the engine bulkhead.
Interior
Inside, the low roof and steeply raked windscreen precluded drivers more than six feet tall.
Leather was used to upholster the seats, door panels, transmission tunnel, dash, rear bulkhead and outer footwells.
Instrumentation was housed in a simple rectangular dashboard. The primary gauges (speedometer and tach) were located directly behind the three-spoke wood-and-leather rimmed steering wheel. Groups of three supplementary dials were housed off to either side and an array of control levers were located in the the centre.
Electric windows were fitted as standard and nearly all Mangustas came with air-conditioning.
Options
Options were limited to a choice of colours, silver or gold wheels and bucket or comfort seats.
Weight / Performance
De Tomaso quoted a weight of 1185kg, a top speed of 156mph and 0-62mph time of six seconds flat.
Production
The first Mangustas started to roll out of the factory in autumn 1967.
Production versions ditched several of the prototype’s features to include its glass-covered headlights, glass roof, external fuel filler cap, curved dash and four twin-choke Weber carbs.
Unfortunately, the rush to fulfill orders meant the Mangusta was chronically under-developed. Aside from its cramped cockpit, the biggest problems were high speed instability and inherently unpredictable handling caused by the 32 / 68 front to rear weight distribution.
Mangusta Spyder
Soon after production began, De Tomaso unveiled a Spyder variant.
Displayed at the Turin Motor Show in November 1967, it was built on chassis 8MA 512.
Painted two-tone red over white, the car featured a flattened rear deck with vented gullwing engine covers, framed side glass and a custom hardtop. It remained a one-off although Carrozzeria Fantuzzi did later convert a small number of Mangustas into after-market Targas by removing the central roof panel.
Switch to 302 Ford Engine
When Ford stopped producing the 289 V8 in 1967, De Tomaso started to install the American firm’s new five-litre 302 cubic inch V8.
At first it was mostly US-bound Mangustas that were fitted with the five-litre motor but, as De Tomaso’s stock of 289s dried up, eventually the 302 found its way into most European market examples as well.
Stroked from 72.9mm to 76.2mm, displacement rose to 4949cc. A downdraught four barrel carburettor was installed and compression was reduced from 10.5 to 9.5:1.
Output dropped to 230bhp at 4800rpm.
To improve acceleration, most 302-engined Mangustas were equipped with a 4.5:1 axle ratio instead of the original 4.2:1. Nevertheless, performance figures were well down: these Mangustas struggled to exceed 130mph and took over seven seconds to go from 0-62mph.
Retractable Headlights for the USA
New US safety legislation meant that, from 1970, De Tomaso had to adopt a modified front end to keep selling Mangustas in America.
The original design fell foul of regulations concerning minimum headlight height so the handsome four lens configuration was switched to a single partially retractable layout per side. When raised, these new lights conformed with the regulations. However, ugly but effective best described the change.
End of Production
Mangusta production continued until late 1971 by which time 401 had been built.
Chassis numbers ranged from 8MA 500 to 8MA 1300. Around a dozen of these were completed in right-hand drive, most of which were built very late in the model’s life.
Special Versions
One car (chassis 8MA 670) was fitted with a Chevrolet engine for General Motors Vice President, Bill Mitchell.
Mitchell was present at the Mangusta’s 1966 Turin Motor Show debut and ordered one there and then. As General Motors were Ford's big rivals, the deal came on condition that his car be equipped with a Chevy motor.
Soon after Mangusta production began, a 327 V8 was sent from Detroit to Modena. The completed car was shipped to the US and presented at General Motors’ Design Centre for Mitchell's inspection.
Unfortunately, Mitchell found it impossible to fit into the notoriously cramped cockpit and immediately put the car up for sale.
Two special Mangustas also made their way to Ford’s headquarters in Dearborn Michigan. The first was sent for assessment as a potential high end addition to the Ford range. Badged as a Shelby MkV, it was otherwise standard.
The other was built in 1969 on chassis 8MA 1196 for Eugene Bordinat.
A styling executive for the Ford Motor Company, Bordinat ordered his car while working on Pantera prototypes at Ghia. 8MA 1196 was finished in a striking two-tone orange over black colour scheme with white wheels, a satin black noseband, small rubber front bumperettes and a wraparound chin spoiler.
Text copyright: Supercar Nostalgia
Photo copyright: De Tomaso Automobili - https://detomaso-automobili.com/
