De Tomaso Pantera GTS
The De Tomaso Pantera is one of the most charismatic cars of the 1970s — an Italian exotic with the heart of an American muscle car. Created by Argentinean-born Alejandro de Tomaso and designed by Tom Tjaarda at Ghia, the Pantera placed a Ford 351 Cleveland V8 behind the driver in a sleek, low-slung Italian body. It was the best of both worlds: Italian style and American power.
The Pantera's genesis was a deal with Ford Motor Company. Ford wanted an exotic car to sell through their Lincoln-Mercury dealer network, and de Tomaso needed Ford's engineering and distribution muscle. The partnership produced the Pantera — assembled in Modena using Ford's 351 Cleveland engine and ZF transmission, then shipped to America where it was sold alongside Lincoln Continentals and Mercury Cougars at your local Ford dealer. The price? Just $10,000 — less than half the cost of a Ferrari.
The Pantera was fast, dramatic, and flawed. The mid-engine V8 produced tremendous performance (0-60 in 5.2 seconds, 161 mph top speed), and the Tom Tjaarda design was striking. But build quality was inconsistent, the cabin was hot (the V8 sat inches behind the seats), and early cars had various mechanical issues that frustrated both owners and Ford.
Ford dropped the Pantera from its US lineup in 1974, but De Tomaso continued production in Italy for nearly two more decades. Later versions — GTS, GT5, GT5-S, and Si — featured wider bodies, more aggressive styling, and improved mechanicals. The GT5-S with its massive wheel arches is visually the most dramatic.
Elvis Presley famously owned a Pantera and, frustrated when it wouldn't start, shot it with a .38 revolver. The bullet hole reportedly remained in the car.
The Pantera offers exotic car looks with American V8 running costs. The Ford 351 Cleveland is bulletproof and parts are cheap. However, the Italian body and electrics are less robust. Rust affects the monocoque structure — check sills, floor pans, and around the engine bay. Early Ford-era cars are the most affordable; later GT5-S and Si models are the most valuable. The ZF gearbox is strong but expensive to rebuild. Air conditioning systems are often non-functional. The mid-engine layout makes the cabin hot — this is by design.
Total production: approximately 7,260 units (1971-1993). US-market cars (through Ford): 1971-1974 (~5,500 units). European/direct sales: 1975-1993 (~1,760). Major variants: L (base), GTS (1972-74), GT5 (1980-84, widebody), GT5-S (1985-90, most dramatic), Si (1990-93, final). Carroll Shelby was briefly involved in performance upgrades for Ford-sold cars.