he vision of one man, endurance as the ultimate arbiter Alejandro De Tomaso was not a constructor like the others. A former Argentine racing driver who competed in Formula One, he belonged to a generation for whom motor racing was not a marketing tool, but a deeply rooted culture. Based in Modena, at the very heart of Italy’s automotive world, he founded his marque in the early 1960s with a clear ambition : to design sports cars capable of rivaling the finest European machines, while relying on robust, rational engineering solutions. After the confidential Vallelunga and Mangusta, the strategic alliance with Ford marked a decisive turning point. It enabled De Tomaso to give birth to the Pantera, a model conceived from the outset as a true GT—equally at home on the road and ready to take on the great endurance races. A road-going GT with racing firmly in its sights Unveiled in 1970, the Pantera immediately asserted its personality. Its bodywork, penned by Tom Tjaarda for Ghia, was low, taut and almost feline, while retaining a distinctly Italian elegance. Its mid-rear engine layout set it apart from traditional GT cars and left no doubt as to its sporting ambitions. The earliest road versions, now known as pre-L models (1971–1972), are the closest to De Tomaso’s original vision. Lighter and still relatively unconstrained by American regulations, they were powered by the Ford Cleveland 351 cu in V8 producing around 330 hp, mated to a ZF five-speed manual gearbox. Capable of exceeding 250 km/h, the Pantera proved both fast and reliable—an essential quality for a car whose road use was, in reality, merely the natural extension toward the racetrack. From 1972 onward, the Pantera L (Lusso) introduced additional comfort and equipment, particularly for the American market, without betraying its sporting DNA. The rarer Pantera GTS moved even closer in appearance to the competition cars, its wider tracks and more aggressive stance clearly foreshadowing the racing versions. The move to competition: the Pantera hardens For Alejandro De Tomaso, racing was not simply a stage on which to perform, but a genuine laboratory. As early as 1971, the Pantera left the confines of the road to enter competition, soon being homologated in Group 3 and then Group 4, the premier GT category of the early 1970s. Unlike some rivals conceived from the outset as pure race cars, the Pantera was forged on the track, evolving incrementally through successive seasons and endurance events. The Group 4 Pantera At the heart of the Group 4 Panteras campaigned between 1972 and 1976 lay the Ford Cleveland 351 cu in V8, fully prepared for racing. Balanced, reinforced and optimized for endurance, it produced between 450 and 480 horsepower depending on specification. More than outright power, it was the engine’s torque availability that made the difference, particularly on fast circuits. Induction systems varied significantly according to teams and seasons. Some Group 4 Panteras favored Holley four-barrel carburetors, prized for their robustness and ease of adjustment during races, while others adopted Weber 48 IDA carburetors, offering more precise throttle response at high revs. On a handful of particularly developed cars—especially those entered in 24-hour races—a Lucas-type mechanical fuel injection system was employed to improve running consistency and sustained performance over long distances. The ZF five-speed gearbox, strengthened for competition, remained one of the cornerstones of the Pantera’s endurance reliability. Gear ratios were tailored to individual circuits, with longer ratios for fast tracks and shorter gearing for more technical layouts. The monocoque chassis was stiffened with numerous welded reinforcements, while the suspension was completely reworked with specific dampers and geometries adapted to endurance racing demands. Wider tracks significantly improved high-speed stability and corner-exit traction, allowing the Pantera to compete effectively with the Porsche Carrera RSR. Braking—vital in long-distance racing—also evolved continuously. Early large-diameter ventilated discs gave way to more durable configurations using Girling calipers, then AP Racing units, combined with optimized cooling, essential on demanding circuits such as Spa-Francorchamps and Le Mans. Stripped to the bare essentials and lightened to the extreme, the Group 4 Pantera weighed approximately 1,100 kg. Its aerodynamics remained relatively discreet, focusing above all on efficiency, with vented body panels to improve cooling and widened bodywork strictly compliant with period homologation regulations. The great endurance races: the Pantera against the benchmarks The Pantera made its debut at the 24 Hours of Le Mans in 1972, entered by several private teams, including Escuderia Montjuich and Société Franco-Britannic. Facing formidable opposition from Ferrari 365 GTB/4 Daytonas and works-supported Porsches, the Panteras encountered the full demands of the Le Mans classic. While the event was marked by several retirements, one car nevertheless reached the finish, classified 16th overall—a significant result for a model still in its learning phase. The following year, in 1973, several Group 4 Panteras again took the start at Le Mans. Run exclusively by private teams, they reflected De Tomaso’s determination, together with his partners, to persevere in endurance racing, even though race conditions and reliability issues prevented a classified finish on that occasion. This persistence nonetheless contributed to refining the cars for subsequent seasons. It was, however, at the 24 Hours of Spa-Francorchamps that the Pantera found its ideal proving ground. On this fast and demanding circuit, the Group 4 Pantera competed in the over-3-liter GT category alongside Ferrari Daytonas and Porsche 911 Carrera RSRs—direct rivals against which it could perform on almost equal terms. As early as 1972, the Pantera distinguished itself with strong class results, notably with a car driven by Herbert Müller and Cox Kocher, which finished sixth in its category, demonstrating immediate competitiveness despite the still exploratory context. In 1973, whether at Spa or during the 1000 km rounds of the European Championship, the Panteras confirmed their consistency and ability to go the distance against German and Italian competition. Entered concurrently in the World Championship for Makes and the European GT Championship, the Panteras secured several class victories and podium finishes on iconic circuits such as Monza, Zeltweg and Paul Ricard. Supported by leading technical partners—Agip, Castrol, Valvoline and Goodyear—they were entrusted to experienced drivers including Clay Regazzoni, Mike Hailwood, Mario Casoni and Hans Heyer, whose expertise played a decisive role in the cars’ performance and reliability. A legend forged by endurance Between 1972 and the late 1970s, the De Tomaso Pantera established itself as one of the most distinctive and exotic GT cars of its era. Rarely victorious overall, it built its reputation on consistency, robustness and a strong class record, standing its ground against the established benchmarks of Ferrari and Porsche. A versatile Group 4 Pantera: eligible and immediately usable Imported from the United States by its current owner in 2019, the car was entrusted to O-One, near Paris, for conversion to historic racing specification. This De Tomaso Pantera Group 4, based on a 1972 chassis, benefits from a complete and coherent preparation, designed both for historic competition and for more regular use in track days or historic rallies. Powered by a Ford Cleveland 351 V8 producing approximately 370 hp, equipped with a Holley four-barrel carburetor and mated to a ZF five-speed manual gearbox, it delivers first-class performance while retaining excellent reliability and ease of operation. Equipped with an FIA Historic Technical Passport valid for circuit racing, hill climbs and rallies, and compliant with Group GTS 27 – Period H1, the car is immediately eligible for major European events. The chassis, adjustable suspension, limited-slip differential and Girling brakes have all been revised to provide an effective and accessible driving experience, both in race conditions and during intensive track use. Presented in very good overall condition and accompanied by a comprehensive history file, this Group 4 Pantera represents a rare opportunity for an enthusiast seeking a spectacular GT capable of combining competition, track days and rallies, without compromise between performance, driving pleasure and regulatory compliance.