Can send additional photos4 door sports sedan. Only 246 in the worldLuxury 4 door sedan. Only 247 in world. Originally purchased by Hawaiian policeman George Cash advance in 1971, he kept the car for thirty five years before selling it to his friend and fellow policeman, Dennis Yogi, in 2006. One of very few remaining 'first execution' Panteras, known as 'Pulsante' or push-button cars, in reference to the push button door handles carried over from the De Tomaso Mangusta, the embryo of the Pantera.

Importantly,this car was one of the two Pantera's used in cash advance of the most cash advance television series in the World at the time 'Hawaii 5-0', where the car appeared in the episode - Death Wish on Tantalus Mountain' (season 5, episode 2). In the episode, released in 1972, Ricardo Montalbano plays Alex Pareno, a wealthy auto-racing enthusiast whose mechanic is slain cash advance the eve of Hawaii's most important road race.

The TV production company needed a racecar in Hawaii and the first owner, George Frain, was happy to oblige. Mr Frain actually drove the car in the show as a stand-in for Ricardo Cash advance who had actually been injured prior to the shoot, so Mr Frain donned Ricardo's race suit and helmet, appearing in many of the still shots as well.

A Pantera model in unmolested and original configuration is now very rarein itself, but one with a starring TV role and two previous owners must be a unique opportunity. The car comes equipped with many rare features including single slot magnesium Campagnolo wheels with the De Tomaso 'T' logo on each wheel nut, a flat rear engine cover (all the later cars incorporated a raised rib in the centre) and De Tomaso, not Ford emblems.

There are also a number of small details and touches that make this car cash advance special such as the hand made bumpers with square ends, the relief pattern ashtray cover and one piece side window chrome (carried over from the Mangusta). With cash advance two owners from new until 2014, this is an amazing example of a very rare, handbuilt, unmodified, push button' Pantera in its cash loans original Tom Tjaarda design.

This stunning car isready to drive. Now available for viewing at the DD Classics Dealership in London, please call 0208 878 3355for further information. Cash advance effort has been made to ensure the accuracy of the above information but errors may occur. He was a man who fostered bold new ideas and had the clout to turn them into reality. Among his wildest notions was that of a mid-engine supercar that could be cash loans sold by a Ford dealer, cooked into being with his great friend and former Argentinean racing driver Alejandro de Tomaso, in a storied collaboration with noted sports car designer Tom Tjaarda on behalf of respected Italian coachbuilder Ghia.

The resulting De Tomaso Pantera was built in Italy but sold largely through Lincoln-Mercury dealers in the United States with a full factory warranty. It combined the dead-reliable 351 Cleveland V-8 and American-style comfortsincluding power windows and air conditioningwith such European performance features as a ZF transaxle,power-assisted four-wheel disc brakes, and rack-and-pinion steering.

Simply put, it was the best of all possible sports car worlds and it cost considerably less than a comparable Ferrari or Lamborghini. Several different variations of the Pantera were produced over the years. The one that Americans instantly recognize is the second-generation Pantera L, or Lusso (Luxury), which incorporated several detail changes for the U. Most notably, the Pantera L was significantly better built than earlier examples, a fact recognized and lauded by the automotive press of the time.

Today, the Pantera is widely heralded as the improbable idea that both Detroit and Turin got right and as one of the definitive and instantly recognizable supercars of the decade that birthed the category. It later spent many years with twocollectors, the last of whom used it very sparingly and only in the summer, before it joined the consignors collection. The car was found to be remarkably and impressively original, including its Pantera Orange finish, the factory interior down to the carpets (protected since new by sisal mats), and even the four original Goodyear Arriva tires.

The consignor sorted the car mechanically, including re-sleeving the original brake master cylinder and rebuilding the brake calipers and clutch cylinders, while choosing to leave in place theEdelbrock intake and Holley carburetor installed by the original Ford executive owner. Ron Davis Radiators produced a new aluminum radiator, a faithful duplicate to replace the original, along with a new aluminum water pump to ensure cool running, plus fresh hoses and belts for turnkey reliability.

Period Ziebart undercoating and winter storage from new had protected the undercarriage, although the current owner elected to remove the Ziebart application and duplicate its original factory-style satin black finish in the refreshed engine bay. Accompanying the car are its set of original Arriva tires, a factory tool kit, original books and manuals, spare tire, air canister, and luggage tray.

Still with fewer than 13,000 actual miles, this car perfectly balances superb, well-maintained originality with the subtle late-model improvements knowledgeable Pantera owners expect and respect.

It can confidently lay claim as one of the most original of its kind and one of the few that will allow a new owner toexperience that same magic conjured by the revolutionary new idea available at your local Lincoln-Mercury dealer in 1973.

To view this car and others currently consigned to this auction, please visit the RM website at rmsothebys. Search car clubs here. De Tomaso has form, of course, the Vallelunga kick-starting the goldrush in 1963 and the Mangusta later bringing the power to complement the looks and the potential. Even Ferrari, which still talked a good fight with the Daytona, knew the end was nigh for long-bonneted brute force having already filtered the V6 mid-engined Dino into the fold.

Of course, few apart from Lamborghini were insane enough at the outset to lob a transversely mounted V12 in the spot where you would traditionally have your umbrella lolling around, but V8s were a natural fit for a new type of motor.

These cars compromised those headline-grabbing figures in return for usability and handling, a formula that considered a mere 160-170mph as plenty, and that drivers should be able to speak to their passengers without using headphones. The glut of new cars usually flaunted their exoticism with vowel-laden Italian names, the two most intriguing and most akin to each other being the De Tomaso Pantera and the Maserati Bora.

But the Ford V8 was too much for what was essentially the old Vallelunga backbone chassis (which originally carried a Ford Cortina unit) and the whole Mangusta experience was cramped and usually terrifying. Although superficially similar to the Mangusta, the Pantera was a very different beast with a very different beast in its sights. It shared its aggressive stance with its predecessor, but little else.

At 5763cc, the 351cu in Cleveland V8 pushing out up to 350bhp in GTS form (from 1973) was a whole litre bigger than the Mangusta unit and found a much happier home in the Pantera.

The car may still have come from a boutique manufacturer, but its two-decade longevity (Panteras only went out of production in 1991) ensured that the Italian company finally got a taste of the big league by initially selling 1000 cars a year. It was the hyper-competitive Alfieri who was the driving force behind the Bora and who pushed it through despite internal resistance, not least from Ghibli-adoring chief tester Guerrino Bertocchi.

The detailing of the car is some of the most beautiful ever, those dished hubcaps on the alloys, the chromed moustache in the air intake, that sensational satin-finish steel roof panel and A-pillars, even the rear windows that actually transform rearward visibility. The Bora really is a mesmerising shape outside and in. Even looking at those seats snaking from engine cover to floor like a falling blind, you know that this car is not a case of style over substance.

It is an enormously roomy cockpit for what is a relatively slender car. Everything is adjustable: why have a seat on runners when you could wire it into the hydraulic braking system, add a switch and move the pedals to the driver instead of vice versa.

The seat height is similarly adjustable, and the combinations you can play on the steering column to get the wheel just where you want it are mind-boggling. It is a very comfortable and beautiful place to be and those are undoubtedly the best-looking seats ever installed in a car.

Turn the key and, surprisingly, those levels of comfort are left intact. On the move, it is similarly unruffled. The steering may be a bit too heavy at walking pace, but is perfectly weighted on the move and the ride and handling are sensational, one of the finest ever combinations of sporting responses and cabin comfort.

But it is excellent, even if the rock-solid pedal means you are unlikely to ever be able to heel-and-toe a Bora. Then again, that rarely feels as if it would be necessary. It is easy to see the appeal: this Maserati is an incredibly good car, especially rare for its day and type in being one that is always travelling a great deal faster than it feels to its occupants.

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