Présentée en 1966, la production de la Mangusta débuta l'année suivante. Elle est la suite logique du prototype P70, alimenté par un V8 5.0 Ford. 'Mangusta' a été choisi en référence à la Ford Cobra (la mangouste étant le seul animal craint par le cobra).
   A travers l'âme sportive et la ligne extrême, réalisée en coopération avec Giugiaro, De Tomaso réalisa vite que la Mangusta devait etre proposée sur le marché américain. 250 véhicules y furent ainsi vendus (en version 4.9 230ch, pour une production totale de 402 unités, le reste étant des 4.8 de 305ch).
   La Mangusta était une voiture largement personnalisable, livrable sur mesure, c'est pourquoi beaucoup d'entre elles devenaient méconnaissables. Un exemplaire unique muni d'un hard top fut d'ailleurs acquis par un grec. Coté motorisations, seuls les moteurs Ford étaient disponibles, cependant le vice-président de GM envoya à De Tomaso un moteur Chevrolet auquel il manquait malheureusement des pièces. Les mécaniciens de Détroit réussirent finalement à la faire rouler mais son propriétaire était alors trop large pour y entrer convenablement. Malgré ces désagréments elle est encore étudiée chez GM.
   Arretée en 1971, La Mangusta préfigurait une nouvelle légende, la fabuleuse Pantera.
Pascal Sinnesael
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   The Mangusta was a major step in the evolution of DeTomaso for several reasons. At approximately 400 units produced, it was the largest production run to date for the company. Secondly by being V-8 powered, it moved the company into more direct competition with other Italian specialty automakers. Pictured above is the rare Mangusta Spyder.
   The central spine chassis layout first seen on the Vallelunga was expanded for the dimensions of a larger automobile (166 inches long on a 97.5 inch wheelbase). A race inspired alloy V-8 engine was under development for the Mangusta, though production versions employed a cast iron Ford engine, either 4.7 liter (289 cu. in.) for European spec machines, or 5.0 liter (302 cu. in.) V-8s for cars constructed for the United States market. These powerplant provided solid acceleration and performance, then and now. Both engines were backed by a ZF 5-speed transaxle with limited slip differential. The suspension is fully independent, brakes are 4-wheel power disc, and each corner carries a cast magnesium wheel by Campagnolo.
   
   Giorgetto Giugiaro designed the Mangusta’s flowing shape, and body fabrication was again handled by Ghia of Turin. One of the more interesting aspects of the design is the center hinged "gullwing" doors for the engine compartment and rear storage areas. The rear glass area tapers nearly flat to the roofline. Early production models featured dual fixed headlights in the front grill area, and later units had a single 7" retractable headlamp. Body panels are steel, and a Mangusta’s approximate weight is 3100 pounds.
   
   Inside, the Mangusta has comfortable leather seats, standard air conditioning, power window lifts and a full compliment of instrumentation. All production Mangusta’s are closed gran turisimo coupes, though one open car, the red and white Mangusta Spyder prototype, was built in 1967. It was also styled by Giugiaro, and first shown at the Turin Auto show, but was not put into series production.
   
   The DeTomaso Mangusta has been hailed by many automotive stylists and journalists as one of the all-time great mid-engine GT designs; it is a significant piece of the company’s early history, and a highly collectible yet still drivable machine.
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