#De Tomaso charade

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DE TOMASO HISTORY

DE TOMASO

What is De Tomaso who poured hot Latin blood into Charade?

Text by Takumi Yoshida (motor journalist)

The completion of the Charade De Tomaso II is a proud occasion that prompts me to express my heartfelt thanks and congratulation to all that have made this project possible.

This is the second version of the Charade De Tomaso which, in close collaboration with Daihatsu, reflects my input of expertise and know-how.

It is my sincere wish and intention that this is only the second step in a more frequent and wider future collaboration with Daihatsu and, as such, I consider the Charade De Tomaso II an epoch-making model.

I am very proud indeed in presenting the new Charade De Tomaso II and hope that the young people of Japan will derive as much pleasure from it as we all did in working to make it a reality.

This car is the second Charade that I have tuned as a production car.

There is a deep connection between Daihatsu and our company, and I am happy to be able to show my skills again. I think that such attempts should be made more, and in that respect, the Charade de Tomaso is a car of great significance. It is my sincere hope that the feeling of Charade de Tomaso will be strongly supported by young people in Japan.

A young De Tomaso who was active as a racing driver. In a hot Latin country, sports cars and

Italy, the kingdom of motor sports. From long ago, the insatiable admiration for speed has been the spiritual backbone, and many beautiful and high-performance sports cars have been created by making full use of the mechanism and genius for beauty unique to Latin people. And De Tomaso also had such a postwar

Born Italian sports big money

It is one of the mu. Just as Ferrari had Enzo and Lamborghini had Ferrucci, De Tomaso had, of course, a founder with a strong personality who established his own sports car philosophy and established it as a manufacturer. . That is Alessandro De Tomaso.

However, unlike Enzo and Ferruccio, De Tomaso was not a genuine Italian. His grandfather and grandmother were born in Italy, but he was born of Italian and Spanish ancestry in Argentina, South America, where his grandfather and grandmother emigrated.

Argentina, a country in Latin America, is far from Europe, the home of motor sports, but people have a strong passion for Italians, and races have been actively held since ancient times. If you remember that Argentina was the birthplace of Juan Manuel Fangio, the famous racing driver who won the F1 world championship five times in the 1950s, you can understand what kind of country it was.

It would have been no surprise that De Tomaso, who had grown up there and had Italian heritage, would have been inspired by Fangio's success to become a racing driver. It was in 1951, at the age of 25, that he drove his first racing car in Argentina. In the mid-1950s, De Tomaso moved to Europe and settled in Modena, northern Italy, a mecca for high-performance sports cars 1, home to Ferrari and Maserati. He knocked on the door of Maserati there, first working as a mechanic and then quickly becoming a racing driver. His first result as a Maserati driver came in 1956 when he finished fourth in a sports car race in Argentina.

De Tomaso soon left Maserati for Osca. Originally Masse

Founded in Bologna by the Maserati brothers, who were the founders of Larti, Osca was a manufacturer specializing in small-displacement racing sports cars, but De Tomaso's most glorious career as a racing driver was at this Osca. It will be built in time. In the late 1950s and early 1960s, he drove a small Oska sports car with his ferocious driving style to numerous small-displacement class victories.

1959 in Modena

Established De Tomaso Automobili. But at that time another ambition flared up in Alessandro De Tomaso. It was to send out racing cars and sports cars bearing his name according to his own plans. In 1959, he founded a company called De Tomaso Automobili in Modena. Modena and its environs are the perfect place to create fast and beautiful cars, with countless studios with artistic craftsmen building every new chassis and body.

De Tomaso spent the first few years developing and building racing cars with a focus on single-seater formulas. De Tomaso probably thought that if he wanted to use his experience as a racing driver, he should make a racing car. Starting with the introductory Formula Junior, through F2, and finally to F1, these machines never achieved great track success.

One of the reasons for this is said to be Alessandro de Tomatsu's "new-things-loving personality." He said he got so caught up in it that he didn't take the time to mature his first car.

On the other hand, De Tomaso seems to have been quite loyal. One of the reasons why he didn't get into sports cars for a while after working for De Tomaso Automobili was because of his loyalty to the Maserati brothers. Tsuma de Tomaso was about to move to Italy and make a name for himself as a racing driver. I didn't like it.

first sports car

Small high performance Vallelunga.

However, in the early 1960s, De Tomaso began developing a sports car. Its first creation was the Vallelunga, a small high-performance GT named after a circuit on the outskirts of Rome. First introduced at the 1963 Turin Auto Show with an open aluminum body, the Valenta was released two years later with a low FRP coupe body produced by Carrozzeria Ghia. It was a small but hard-hitting car with a hidden suspension and a mid-engined engine. De Tomaso didn't have its own power unit, so the engine installed in the midship was a tuned British Ford mass-produced OHV 4-cylinder. However, the Vallelunga was a lightweight model of 640 kg, so it demonstrated high performance reaching a maximum speed of 208km/h, and it was said that a racing specification would reach 230km/h. The Vallelunga was a GT that could be used for racing, as was the case with De Tomaso's work at the time, when he was fully immersed in the world of motorsports. The Vallelunga was a fan favorite, but it was not a commercial success, with only 580 built, including prototypes. Therefore, it was a super sports Mangusta that was much larger than the next model de Tomaso planned by taking advantage of the relationship with Ford and Ghia cultivated by Vallelunga. The Mangusta, which made a spectacular debut in 1966, was a mid-engined backbone chassis with the same basic configuration as the Vallelunga, with a Ford 4.7ℓ V8 engine from the United States mounted in the mid-engined car. The sharp shape of the designed body gives it a fresh appeal.The maximum speed was announced to be over 250km/h. DeTomaso has finally created a supersport car on par with Ferrari and Lamborghini.

Pantera became a super long-selling super sports.

The successor to the Mangusta was announced in 1970 as the Pantera, a super sports super long-selling model that has survived to this day. The V8 engine was expanded to 5.8L, and at the same time, it was designed by Tom Giarda, who became the new gear chief. was a model. The Pantera is much heavier than the Mangusta, and although it loses some of its sharpness as a supersport, the rigidity of the chassis has been greatly improved, and the price in the United States is less than 10,000 dollars. As a supercar, an exceptional price was realized. As a result, in the early 1970s, just before the oil crisis, De Tomaso produced 2000 cars a year.

In 1990, De Tomaso showed that it was still a supersport manufacturer by introducing a new edition of the Pantera with a Ford 4.9L V8 in a body reworked by Gandini. In addition to these mid-engined sports cars, De Tomaso also added large, high-end front-engined cars to its lineup in the 1970s, such as the Longchamp sports coupe and the Deauville 4 door saloon. Later, the prestigious Maserati was also brought under its umbrella, and the Biturbo series was released to the world.

Innocenti Mini with Daihatsu engine.

On the other hand, De Tomaso also tried his hand at small passenger cars. In 1976 he bought Innocenti, which produced Bertone-designed Italian Minis based on British Minis, and dominated it until 1990, when he sold it to Fiat. In fact, the relationship between Daihatsu and De Tomaso was born from this Innocenti Mini. De Tomaso, who was looking for a new power unit for this car, took notice of the first-generation Charade's SOHC 3-cylinder 1-liter engine, and from 1982 produced the Innocenti cylinder equipped with it. As a result, Daihatsu asked De Tomaso to design a sporty model of the Charade, and after several prototypes, the Charade was created in 1984 based on the second-generation Charade.

It was de Tomaso Turbo.

After that, the relationship between Daihatsu and De Tomaso

The midship prototype that was exhibited at the 1985 Tokyo Show, and the De Tomaso version of the 3rd generation Charade base that was exhibited at the 1987 Tokyo Show were both produced in cooperation. And now, the name of De Tomaso has been revived in the sporty model of the 4th generation Charade, bringing back the hot Latin air. By the way, I met Mr. Alessandro De Tomaso in Italy a few years ago. When I visited Modena on a tour of a classic car race called the Mille Miglia, Mr. De Tomaso, a local auto-industry celebrity, attended dinner with me. There, I shook hands with him and exchanged greetings, but I didn't reach the point of conversing, but it was the car he drove that left an impression on me.

After a long, Italian-style dinner, I stepped out of the restaurant just after two o'clock in the morning to find Mr. De Tomaso about to get into the car driven by his female secretary, who was his success. It was a modest thing that was quite different from the image of He got in the passenger seat of a black Innocenti Mini. I felt like I saw an unexpected side of Mr. De Tomaso there, but now that I think about it, that Innocenti Mini might have been a cylinder model with a Daihatsu 3-cylinder engine.

[carsthatnevermadeitetc]

Daihatsu Charade De Tomaso Turbo, 1984. Thanks to an engine supply deal Daihatsu had a relationship with De Tomaso so the 2nd generation Charade was marketed as a De Tomaso Turbo with a 993cc 12 valve 3 cylinder turbocharged engine

[wheelsgoroundincircles]

1972 DeTomaso Pantera Group 3 Race Car

De Tomaso offered a Pantera competition car built to special order according to the Group 3 class racing rules between 1972 and 1984 based on the Pantera GTS. 30 cars were built for private customer teams. Group 3 rules were very strict and allowed little modifications to the original road going production cars. Earlier Group 3 cars are infamously called "push button" chassis cars as they were built by hand because De Tomaso didn't have a proper assembly line when the Pantera began production. Special equipment of the Group 3 cars included Campagnolo wheels (15 x 8 inches at the front and 15 x 10 inches at the rear), adjustable Koni shocks, racing brakes and special safety equipment required at the time: plexi-glass windows with cutouts, a roll bar, fire extinguisher and racing bucket seats. The engine modifications included a reinforced camshaft, a 10-litre oil pan and a Holley racing 4 barrel carburetor. Displacement of the engine was also enlarged to 5.8-litres. The engine had a power output of 336 PS (247 kW; 331 hp). The engine was mated to a 5-speed close ratio gearbox with a heavy duty single plate clutch and a limited slip differential. It was reported that with the long ratio gears, the Group 3 cars could achieve a top speed up to 280 km/h (174 mph). The Group 3 cars were so competitive that this prompted Porsche to speed up development of the more powerful 911 Carrera RS and Carrera RSR race cars. The use of racing brakes for the Pantera Group 3 was not allowed until 1975 and the car competed with the brakes of the road legal Pantera which proved to be its weak point. Due to an accident in 1973 at the Charade circuit, reinforced hubs developed by De Tomaso for the Group 3 car were approved in Group 3

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Daihatsu Charade De Tomaso 926R

It's an incredibly elaborate model for a mere show car. Since it never went into production or participated in motorsports after that, its intentions are still unknown, but it is easy to imagine that it was inspired by its predecessor, the Renault 5 Turbo. It is said that Detmann gave his full support to this car, and perhaps the most surprising thing about it is that the originally horizontal FWD engine was moved to a midship engine. The 926cc turbo unit itself, whose displacement was reduced to fit in the 1.3-liter class even when multiplied by a factor of 1.4, was installed in a competition vehicle the previous year and sold 200 units, but this car Further tuning resulted in a gross output of 120ps. During the testing stage, it was confirmed that the vehicle could actually reach a maximum speed of 200km/h. The numerous louvers that cut out the tailgate and were opened for cooling clearly tell the story of how it came to be. It would have been really interesting if it had been commercially available.

Obviously inspired by Renault 5 Turbo, Daihatsu displayed a purpose built racing model based on Charade. Visitors were stunned by an engine positioned amidships. The turbo charged 926cc developed 120ps, which informatively propelled the mini up to 200km/h. It should have been an exhilarating piece of machinery, but Daihatsu did not put it into production.

[carsthatnevermadeitetc]

Daihatsu Charade De Tomaso 926R, 1985. Presented at the Tokyo Motor Show, a version of the Charade prepared for Group B rallying with a turbocharged 926cc DOHC 12 valve 3 cylinder engine producing 116hp placed behind the front seats and driving the rear wheels. A small production run was planned, however Group B was cancelled before the car was able to race so the prototype remained a one-off

[carsthatnevermadeitetc]

Daihatsu Charade De Tomaso, 1993. Daihatsu supplied their 3 cylinder engine and 5 speed gearbox to De Tomaso for the Innocenti Mini after the Italian sports car maker took over Innocenti in the late 70s. The collaboration between the two companies enabled Daihatsu to market a tuned, De Tomaso-badged version of their small hatchback

[hirocimacruiser]

Translated review of the 2nd gen DeTomaso Charade.

Volume 201 Noble New Car Observation !! , but this time I'm going to Yokohama with the Charade Emotional Hot Hatch !!! The DeTomaso specification of the 4th generation Charade. And the DeTomaso specification, which was added to the 4th generation Charade this time, also has De Tomaso's ideas on the dress-up side of the body, just like the first generation. The relationship between Daihatsu and DeTomaso is surprisingly old, with clues dating back to his late 70s. The relationship began when Daihatsu supplied his three-cylinder engine to his power unit in the Italian Mini manufactured by Innocenti, then owned by De Tomaso. This engine supply continued until 1990, when the management of Innocenti passed from De Tomaso to Fiat. Well, the reality of this De Tomaso specification is, to put it bluntly, a super-cheap full-fledged brand full-fledged hot hatch, or should I say, a sports model of the so-called Tenroku class. It doesn't have outstanding speed or a chassis performance that's perfected to overwhelm others, but instead it's a bargain-priced gourmet aimed at young people who can just enjoy grooming and just running a car. “The De Tomaso-designed exterior is clearly differentiated from ordinary Charades by the aerodynamic design of the front and rear bumpers and the rear hatch, as well as the louvers on the bonnet. The standard equipment such as special aluminum wheels, Billelli P600 tires, dual exhaust mufflers, fog lights, etc. is also impressive. Not to mention the alling, it's standardized, and the look is really enthusiastic. With this, the price is 1,298,000 yen (5-speed MT), so it's probably a cheap setting for a poor K car turbo. . What's more, this car is a 1.6 car, and its displacement class is higher than that of the March. After all, it's undeniably cheap. The engine is a slightly tuned Applause 4-cylinder single overhead cam 4-valve engine, but this one lacks the torque that makes it easy to handle throughout the entire range, and even in terms of noise transmitted through the cabin, it runs at regular revs. The area already reveals a great deal of noise. Especially when it comes to maximum torque generation rotation, there was something a little crazy about the character of raising excessive mechanical exhaust noise. It's probably the best place to move around for generations who seek a sense of liberation from loud, soothing sounds rather than peace and tranquility, but for generations past the prime of youth, it's got a very bitter taste. As for the footwork surface, first of all, the performance of all Charades is demonstrated in terms of braking effectiveness. this is good However, the setting dimension of the safety characteristics is still low as usual. The low stability of the rear wheel during movement is worrisome. Such a basic bargain is unthinkable.

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