Rare Rides: The 1982 De Tomaso Deauville - Quattroporte Meets XJ?

Corey Lewis
by Corey Lewis
rare rides the 1982 de tomaso deauville quattroporte meets xj

Rare Rides has shown several vehicles which owe their creation to retired racing driver Alejandro de Tomaso. Among those were two which wore his logo: the Guarà Barchetta and the Longchamp.

Today’s car is the only four-door De Tomaso ever produced: the Deauville.

Much like the hefty Longchamp linked to above, Deauville was a luxury grand touring car that intended to compete with Europe’s finest fast sedans. De Tomaso established his brand in the early Sixties with the mid-engine Vallelunga, following that creation up with the Mangusta. Accompanying the introduction of the Deauville was De Tomaso’s most famous and successful model, the Pantera. In addition to the company’s first foray into four doors, it was also the first time they’d put an engine at the front of the car.

Deauville debuted at the Turin Motor Show in 1970, entering production in 1971. The design was penned by the ever-skilled Tom Tjaarda when he worked at Ghia. The large sedan rode on a 109-inch wheelbase, and had an overall length of 191 inches. Though it had a similar wheelbase, length, and appearance as a Jaguar XJ6, it was five inches wider.

Powering the 4,277-pound car was some American iron, in the form of a 351 Cleveland V8 (5.8L) borrowed from Ford. An impressive 330 horses were routed to the rear wheels via a five-speed ZF manual, or the three-speed automatic Lincoln used between 1966 and 1979. Underneath, the Deauville employed an independent suspension at the rear and ventilated disc brakes all around. Those brakes were very necessary to haul the Deauville down from its 143 mph top speed.

The Deauville was a hand-built and custom-order sort of car. Though it remained in production between 1971 and 1985, only 244 were produced. There were three slightly different versions of the car, divided up into early and late Series I, and Series II. Early Series I cars were made between 1970 and 1974, and the later version was from 1975 to 1977. From 1978 through 1985, all cars were Series II.

The Deauville chassis put in some additional work in other cars. It was chopped down for the Longchamp coupe mentioned above, and also underpinned the Maserati Quattroporte III (which entered production in 1979 and lived through 1990). One sedan was enough for De Tomaso, as the brand continued on with just the Longchamp and Pantera post-’85.

Today’s Rare Ride is in excellent condition in Robino Rosso, boasting a creamy ruched leather interior — check those door panels! With the additional power options offered on later cars and an automatic transmission, it asks $76,000.

[Images: seller]

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2 of 9 comments
  • Jagboi Jagboi on Mar 25, 2020

    The headlight surrounds look like something from a 76 Chevy Nova.

  • Art Vandelay Art Vandelay on Mar 25, 2020

    "...It asks $76,000" It can ask in one hand and take a dump in the other and see which one gets full first.

  • BEPLA My own theory/question on the Mark VI:Had Lincoln used the longer sedan wheelbase on the coupe - by leaning the windshield back and pushing the dashboard & steering wheel rearward a bit - not built a sedan - and engineered the car for frameless side windows (those framed windows are clunky, look cheap, and add too many vertical lines in comparison to the previous Marks) - Would the VI have remained an attractive, aspirational object of desire?
  • VoGhost Another ICEbox? Pass. Where are you going to fill your oil addiction when all the gas stations disappear for lack of demand? I want a pickup that I can actually use for a few decades.
  • Art Vandelay Best? PCH from Ventura to somewhere near Lompoc. Most Famous? Route Irish
  • GT Ross The black wheel fad cannot die soon enough for me.
  • Brett Woods My 4-Runner had a manual with the 4-cylinder. It was acceptable but not really fun. I have thought before that auto with a six cylinder would have been smoother, more comfortable, and need less maintenance. Ditto my 4 banger manual Japanese pick-up. Nowhere near as nice as a GM with auto and six cylinders that I tried a bit later. Drove with a U.S. buddy who got one of the first C8s. He said he didn't even consider a manual. There was an article about how fewer than ten percent of buyers optioned a manual in the U.S. when they were available. Visited my English cousin who lived in a hilly suburb and she had a manual Range Rover and said she never even considered an automatic. That's culture for you.  Miata, Boxster, Mustang, Corvette and Camaro; I only want manual but I can see both sides of the argument for a Mustang, Camaro or Challenger. Once you get past a certain size and weight, cruising with automatic is a better dynamic. A dual clutch automatic is smoother, faster, probably more reliable, and still allows you to select and hold a gear. When you get these vehicles with a high performance envelope, dual-clutch automatic is what brings home the numbers.