Guide: De Tomaso Pantera GT5
Background
Although the Mangusta propelled De Tomaso to international fame, the Pantera was the firm’s breakthrough model.
Several thousand Panteras were built, most of which left the factory between 1970 and 1974 when Ford were the majority owners of De Tomaso Automobili.
Alessandro de Tomaso had courted the Ford Motor Company for several years in the hope a tie up with a major manufacturer would transform his firm into Italy’s most prolific builder of prestige automobiles.
For a time, the collaboration worked.
In addition to the Pantera, Ford bankrolled a four door saloon (the Deauville) and a two door Coupe (the Longchamp). These executive models would take the fight to Mercedes-Benz, BMW and Jaguar.
However, the early 1970s was a tumultuous period; a global economic downturn was followed by labour revolts and then the Oil Crisis hit as a result of war in the Middle East. Demand for high performance vehicles dropped massively.
By this time, Alessandro de Tomaso had left the company that bore his name as a result of disagreements with Ford’s top brass. He went and managed his motorcycle firms, Benelli and Moto Guzzi, which had been purchased in 1972 with some of the money from Ford’s investment.
In mid 1974, Ford quit and Alessandro de Tomaso returned to the fray. He bought his old company back at a massive profit and, as part of the deal, inherited around 200 unfinished Panteras which he completed in his own time.
Most of these were built up as Euro market GTS derivatives although a handful were delivered in L trim. They were sold alongside the Deauville and Longchamp which stayed in production until the mid-to-late 1980s.
As the 1970s wore on, the wedge design theme that influenced so many supercars of the era began to evolve.
What began as a styling movement with great purity underwent radical change as the latest tyre and aerodynamic technology came to the fore. Wider wheels used a new breed of low profile tyre and enormous flared arches were routinely needed to accommodate them. Spoilers and skirts became commonplace too.
Nowhere was this transformation better exemplified than the Lamborghini Countach. However, the Pantera also underwent a similar programme of upgrades in its transition to GT5 specification.
The GT5 was launched at the Turin Motor Show in November 1980. It arrived as the flagship Pantera and ushered in a host of mechanical and cosmetic upgrades.
Chassis
The GT5 came with bigger ventilated front brakes, reinforced suspension, lower ride height and lower floor rails.
The 15-inch wheels closely resembled those used on Group 4 Panteras but did without the original stiffening ribs. Wheel size was 10-inches wide at the front and 13-inches wide at the rear. Pirelli P7 tyres were fitted throughout production.
De Tomaso’s familiar Tipo 874 steel monocoque had a 2500mm wheelbase and square tubed rear subframe as per all Panteras.
The fully independent suspension was originally designed by Giampaolo Dallara. It featured double wishbones and coil sprung telescopic dampers plus anti-roll bars at either end.
An 85-litre fuel tank was mounted in the left-hand side of the engine bay up against the rear bulkhead.
Engine & Gearbox
Also in the engine bay was Ford’s familiar 5.7-litre 90° Cleveland V8.
It featured a cast iron block and head with pushrod actuated overhead valves.
Displacement was 5763cc thanks to a bore and stroke of 101.6mm and 88.9mm respectively.
An 8.2:1 compression ratio was employed along with a Holley four barrel carburettor.
In this configuration, these engines developed 350bhp at 6000rpm and 333lb-ft at 3800rpm.
Transmission was via a five-speed ZF gearbox, single plate clutch and limited-slip differential.
Bodywork
By far the most dramatic changes were those made to the Pantera’s originally sleek and restrained bodywork.
GT5 variants came with an aggressive body kit that comprised a full width front air dam, side skirts and Group 4-style wheelarch extensions complete with dummy intakes at the rear.
The deep front spoiler housed Carello fog lights either side of a large intake for the radiator.
A Lamborghini Countach-style rear spoiler was an optional extra.
Unlike GTS iterations which were available with riveted flares, GT5 wheelarch extensions were bonded in place.
Overall, the cosmetic revamp was a great success. It gave a new lease of life to the by now ten-year old Pantera and tapped into the zeitgeist of 1980s design.
Like all Panteras produced since 1979, GT5 bodyshells were manufactured by Carrozzeria Embo of Modena.
Interior
Compared to the Ford era Panteras that were created to sell at a competitive price, these latest variants were far more luxuriously equipped.
Ford had eschewed leather upholstery on cost grounds but it was standard on the GT5 along with air-conditioning, electric windows, electric mirrors and central locking.
The air-con system was imported from the Maserati Quattroporte as were the well-padded seats with their wrinkled leather finish. Unlike the Quattroporte (which had electric seats), manual operation was employed for the Pantera.
Two and three spoke leather-rimmed Momo steering wheels were variously fitted.
Options
Optional extras included the aforementioned rear spoiler, a coloured leather dash fascia, a wooden dash fascia and matching door inserts, a longer ‘Le Mans’ rear axle ratio and a roll cage.
Partial or full velour upholstery could also be specified along with two-tone paint.
The Campagnolo wheels were available in silver, gold or body colour.
Soon after production began, bucket seats were offered as an alternative of the plush Maserati Quattroporte items.
Weight / Performance
De Tomaso quoted a weight of 1417kg which was a 35kg increase over the narrow-bodied GTS.
In standard trim, the GT5 had a top speed of 158mph and 0-62mph time of 5.3 seconds.
Launch
Production got underway immediately after the Turin Motor Show in November 1980.
USA Version
Because the GT5 was not legal for sale in the US in standard trim, De Tomaso’s American agent, George Stauffer, had those cars that crossed the Atlantic equipped with air pumps, catalytic converters, exhaust gas recirculation and a milder camshaft.
Performance was fractionally down on the Euro market version and weight rose slightly as a result of the extra emissions equipment.
Some later examples even arrived in the US via Canada minus an engine / transaxle to circumvent regulations.
Pantera GT5S
At the Turin Motor Show in November 1984, De Tomaso introduced a new top-of-the-range Pantera that would sell alongside the GT5.
The Pantera GT5S (covered separately) was mechanically identical to the GT5 but came with smoothed out steel fenders to cover the wheels and tyres. Most customers opted for this latest variant which looked fresher and more refined than the GT5.
Production Changes
Although US production of the 351 Cleveland motor stopped in 1974, De Tomaso had a supply of around 200 leftover from the Ford era.
Once these were gone, De Tomaso began to source engines from Australia (Ford had shipped the tooling out to Australia where the Cleveland motor was still used in a variety of cars).
The Aussie motor featured a reinforced block with thicker main webbing and became the engine of choice for NASCAR teams. Although a little heavier than its US counterpart, it was otherwise the same.
By 1987, even the Australian supply of Cleveland engines had run dry and De Tomaso switched the Pantera over to Windsor power.
Ford’s 351 cubic-inch Windsor engines came in two states of tune.
The entry level version produced 300bhp at 6000rpm with a compression ratio of 8.5:1 and a standard Ford Motorcraft carburettor.
The more potent Group 3 / Grand Sport iteration produced 350bhp at 6000rpm. It came with an 11.0:1 compression ratio, a four barrel Holley carburettor, hydraulic lifters, large port heads, uprated camshafts and special exhaust manifolds.
End of Production
The last Pantera GT5 rolled out of the factory in 1988.
An estimated 250 are believed to have been completed with circa 35 in right-hand drive.
The GT5S stayed in production until 1990 and was replaced by the final Pantera derivative, the SI, in 1991.
Text copyright: Supercar Nostalgia
Photo copyright: De Tomaso Automobili - https://detomaso-automobili.com/
